Control method and device

Abstract

The invention provides a control method and device, and relates to the technical field of intelligent vehicles, and the method comprises the steps: obtaining the first sinking amount of wheels of a vehicle sinking into the ground surface; and adjusting the tire pressure of the wheel according to the first sinking amount. Based on the scheme, when the vehicle runs on the soft road surface, the situation that the vehicle is trapped or is difficult to escape can be effectively reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent vehicle, and more particularly, to a control method and device. BACKGROUND

[0002] The driving environment of a vehicle is complex and changeable. The vehicle can be driven on a highway constructed based on asphalt, or on a road constructed based on cement, and for some off-road vehicles, the vehicle can also be driven on sand, mud and the like. Especially when driving on such soft road surfaces as sand, mud and the like, the wheels of the vehicle are easily trapped in the road surface, and if trapped too deep, the vehicle will be stuck, and in this case, the vehicle is usually difficult to escape without external traction assistance.

[0003] In view of this, it is crucial to effectively reduce the occurrence of vehicle trapping and difficulty in escaping in the case of driving on road surfaces of different textures. SUMMARY

[0004] The present application provides a control method and device, which can effectively reduce the occurrence of vehicle trapping or difficulty in escaping when the vehicle is driven on soft road surfaces.

[0005] In a first aspect, a control method is provided, comprising: obtaining a first sinking amount of a wheel of a vehicle sinking into a ground surface; and adjusting a tire pressure of the wheel according to the first sinking amount.

[0006] By way of example, the above control method can be executed by a controller mounted on the whole vehicle, which can be a domain controller, and the domain controller can be an electronic control unit (ECU). Of course, the controller can also be a controller deployed at other levels of the whole vehicle control system, such as an actuator controller, a whole vehicle controller, etc.

[0007] By way of example, the above wheel refers to any one or more wheels (or even all wheels) mounted on an axle of the vehicle. Especially in the case where the sinking amounts of multiple wheels are different, the tire pressures of the wheels can be adjusted differently according to the different sinking amounts, so that the tire pressure adjustment result is more reasonable.

[0008] By way of example, the above control method can be periodically executed, for example, the control method is periodically executed during driving of the vehicle, or the control method is started to be periodically executed when the vehicle has been / is going to be driven on a specified type of road section (such as sand, land, mud, etc.), and then the above first sinking amount can be a real-time dynamic value. Accordingly, the tire pressure of the wheel can also be adaptively changed due to the dynamic change of the first sinking amount.

[0009] For example, the wheel sinking amount referred to in the present application refers to the vertical height difference between the lowest point of the wheel ground contact surface and the horizontal plane corresponding to the front un-compacted ground surface of the wheel, or the vertical height difference between the lowest point of the wheel ground contact surface and the un-compacted ground surface height in front of the wheel.

[0010] For example, the first sinking amount can be 0 or a value close to 0, and the operation of adjusting the tire pressure of the wheel can be to maintain the current tire pressure state of the wheel without adjusting the tire pressure.

[0011] Based on the above technical solution, the wheel sinking amount is used to represent the size relationship between the wheel ground contact pressure and the soil critical pressure of the road surface contacted by the wheel, and the wheel sinking amount is used as the basis for adjusting the tire pressure of the wheel, so that the wheel ground contact area changes to adjust the wheel ground contact pressure, so that the wheel ground contact pressure is less than or equal to the soil critical pressure of the road surface, so that the vehicle can drive based on the wheel, more effectively transmit the wheel end torque, and effectively reduce the judgment error caused by the actual internal texture difference of the same type of road surface and the vehicle load difference, balance the road surface passability and the driving resistance, and better adapt to different loads and complex mixed texture road surfaces.

[0012] In combination with the first aspect, in some implementations of the first aspect, the vehicle travels on a first road surface, the road surface type of the first road surface is determined, and the road surface type and the recommended tire pressure have a corresponding relationship; and the tire pressure of the wheel is adjusted according to the first sinking amount and the recommended tire pressure corresponding to the road surface type of the first road surface.

[0013] For example, the corresponding relationship between the road surface type and the recommended tire pressure can be established by experiments, but in actual scenarios, the same type of road surface texture has differences, so in the embodiments of the present application, the size relationship between the soil critical pressure of the road surface and the wheel ground contact pressure is inferred by the first sinking amount, rather than directly adjusting the tire to the recommended tire pressure, so that the tire pressure adjustment strategy can take into account the load condition of the vehicle and the soil critical pressure of the road surface, thereby more accurately assisting the wheel to escape from the trouble and improving the effectiveness of the tire pressure adjustment.

[0014] For example, the type of the road surface currently traveled on can be determined by machine vision technology through the road surface image collected by the visual sensor. Alternatively, the road surface type of the current road section can also be obtained by the navigation software or other detection devices (such as the roadside unit for communication with the vehicle).

[0015] For example, the soil critical pressure of the first road surface can be obtained by experiment, such as taking the minimum value of the soil critical pressures corresponding to the first road surface under various conditions of soil texture as the soil critical pressure corresponding to the first road surface; or obtaining the soil critical pressures corresponding to the first road surface under various conditions of soil texture, and then performing a weighted average on the soil critical pressures, the weights being determined based on the probability of the first road surface corresponding to the soil texture in an actual scene, to finally determine the soil critical pressure of the first road surface.

[0016] For example, the soil critical pressure can be determined according to soil property parameters, including soil cohesion, soil internal friction angle, cohesion modulus, friction modulus, deformation index, shear modulus, etc. However, in a real-time driving scene of a vehicle, the soil property parameters are usually not directly measurable, and need to be calculated inversely: using the obtained sinking amount of the wheel, and the wheel load and wheel geometric parameters, in combination with the Terzaghi bearing capacity theory formula and / or the Bekker bearing formula, taking the soil property parameters as the object of qualitative analysis, to analyze the size relationship between the soil critical pressure and the wheel contact pressure.

[0017] Based on the above technical solution, by establishing the corresponding relationship between the road surface type and the recommended tire pressure, the recommended tire pressure can be obtained corresponding to the determined road surface type, and the recommended tire pressure is taken as the target value of tire pressure adjustment, and the size of the tire pressure is adjusted in combination with the size of the sinking amount, so that the contact pressure of the wheel after the tire pressure is adjusted can be less than or equal to the soil critical pressure of the road surface, so that the vehicle can smoothly escape from the trouble and avoid continuous sinking.

[0018] In combination with the first aspect, in some implementations of the first aspect, there is an inverse monotonic relationship between the tire pressure of the adjusted wheel and the first sinking amount, and the tire pressure of the adjusted wheel is greater than or equal to the recommended tire pressure.

[0019] After the tire pressure of the wheel decreases, the contact pressure of the wheel decreases, gradually making the contact pressure less than or equal to the critical pressure of the soil, so that the soil can bear the vehicle in the current state, so that the vehicle can more effectively transmit the wheel end torque based on the driving of the wheel, and inhibit the continuous sinking of the wheel, thereby escaping from the trouble.

[0020] The inverse monotonic relationship is used to describe the relationship between two parameters, in which one parameter increases and the other parameter does not increase. This relationship does not limit the functional form between the parameters, such as continuous negative correlation, segmented constant, or step jump, etc.

[0021] For example, when the first deflation amount is less than or equal to a first deflation amount threshold, the current tire pressure can be maintained unchanged; or when the first deflation amount is greater than the first deflation amount threshold, the tire pressure of the wheel can be adjusted according to the size of the first deflation amount, and the adjustment logic is as follows: the greater the first deflation amount, the closer the adjusted tire pressure to the recommended tire pressure, and the smaller the first deflation amount, the closer the adjusted tire pressure to the tire pressure before adjustment. Triggering the tire pressure adjustment operation based on the first deflation amount threshold can effectively avoid triggering the tire pressure adjustment operation in any case, thereby causing unnecessary overhead.

[0022] In combination with the first aspect, in some implementations of the first aspect, when the tire pressure of the wheel is equal to the recommended tire pressure, the tire pressure of the wheel is greater than or equal to a first tire pressure threshold; and the first tire pressure threshold is related to the bead unseating of the wheel.

[0023] For example, during the adjustment of the tire pressure, it is necessary to ensure that the tire pressure of the wheel is greater than or equal to the first tire pressure threshold (different models of wheels can correspond to different first tire pressure thresholds), and when the tire pressure of the wheel is less than the first tire pressure threshold, the bead of the wheel is unseated.

[0024] In combination with the first aspect, in some implementations of the first aspect, when the tire pressure of the wheel is equal to the recommended tire pressure, under the condition that the tire pressure of the wheel is greater than or equal to the first tire pressure threshold, the contact pressure of the wheel is less than or equal to the critical pressure of the soil of the first road surface.

[0025] For example, when constructing the correspondence between the recommended tire pressure and the road surface type through experiments, the above two conditions can be considered for construction.

[0026] Based on the above technical solutions, while ensuring that the wheel does not produce unseating during the adjustment of the tire pressure, the continuous deflation of the wheel can also be inhibited as much as possible.

[0027] In combination with the first aspect, in some implementations of the first aspect, first sensing data about the wheel is obtained; the rolling radius of the wheel and the entry angle of the wheel relative to the ground surface are determined according to the first sensing data; and the second deflation amount is determined according to the rolling radius and the entry angle, and the second deflation amount is used to determine the first deflation amount.

[0028] For example, the above first sensing data can be obtained by reusing the existing visual functions such as electronic rearview mirrors and transparent chassis functions at the wheel end; the above first sensing data can also be obtained by independently arranging a camera at a specified position so that the camera shoots the hub and the tire wall directly; and the above first sensing data can also be obtained by obtaining point cloud data about the wheel through a laser radar.

[0029] For example, the first sensing data includes a hub and a tire wall of the wheel, and in order to further calculate the amount of sinking of the wheel, the contact surface between the wheel and the ground can be further included.

[0030] For example, the second amount of sinking can be directly used as the first amount of sinking.

[0031] Based on the technical solution, the amount of sinking of the wheel can be obtained, thereby providing a data basis for subsequent adjustment of the tire pressure based on the amount of sinking.

[0032] With reference to the first aspect, in some implementations of the first aspect, a first ground clearance of the wheel corresponding to a chassis part is known, a first stroke of a suspension corresponding to the wheel is obtained; a second ground clearance of the wheel corresponding to the chassis part is determined according to the first stroke and the first ground clearance; second sensing data about the vehicle chassis is obtained, the second sensing data is used to indicate a third ground clearance of a wheel arch of the wheel; a third amount of sinking is determined according to the second ground clearance and the third ground clearance, and the third amount of sinking is used to determine the first amount of sinking.

[0033] For example, the first stroke can be obtained by reading a real-time displacement signal output by a suspension height sensor. The first stroke can be used to indicate the vertical movement of the wheel center relative to the vehicle body, and the upward compression is negative and the downward elongation is positive.

[0034] For example, the second ground clearance refers to the second ground clearance that can be reached by the chassis part corresponding to the wheel when the wheel is not sunk to the ground.

[0035] For example, the second sensing data can be obtained by machine vision or by a non-vision-related sensor such as a laser radar, and can include the vertical distance of one or more sampling points on the front and rear edges of the wheel arch relative to the ground.

[0036] For example, when there are multiple sampling points, the vertical distances corresponding to the multiple sampling points can be weighted and averaged to obtain the third ground clearance of the wheel arch of the wheel.

[0037] Based on the technical solution, the amount of sinking of the wheel can be obtained, thereby providing a data basis for subsequent adjustment of the tire pressure based on the amount of sinking.

[0038] With reference to the first aspect, in some implementations of the first aspect, a deviation between the second amount of sinking and the third amount of sinking is less than or equal to a deviation threshold, and the first amount of sinking is determined according to the second amount of sinking and / or the third amount of sinking.

[0039] For example, after determining the second amount of sinking, it can be determined whether the tire pressure of the wheel is greater than or equal to the second tire pressure threshold during the second amount of sinking. If not, the second amount of sinking is considered to be unreliable. If so, the second amount of sinking is considered to be reliable.

[0040] For example, after determining the third amount of sinking, it can be determined whether the first stroke of the suspension is less than or equal to the first stroke threshold during the third amount of sinking. If not, the third amount of sinking is considered to be unreliable. If so, the third amount of sinking is considered to be reliable. In addition, it can also be determined whether the tire pressure of the wheel is less than the second tire pressure threshold during the third amount of sinking. If so, it indicates that the radial stiffness of the wheel is very low, so the contribution of the deformation of the wheel to the amount of sinking of the vehicle body is large, thereby amplifying the accuracy of the third amount of sinking, making the third amount of sinking unreliable.

[0041] For example, in the case that the second amount of sinking is reliable and the third amount of sinking is unreliable, the second amount of sinking can be taken as the first amount of sinking.

[0042] For example, in the case that the third amount of sinking is reliable and the second amount of sinking is unreliable, the third amount of sinking can be taken as the first amount of sinking.

[0043] For example, in the case that both the second amount of sinking and the third amount of sinking are unreliable, the first amount of sinking and the third amount of sinking can be recalculated.

[0044] For example, in the case that both the second amount of sinking and the third amount of sinking are reliable, the deviation between the second amount of sinking and the third amount of sinking can be determined. In the case that the deviation is less than or equal to a deviation threshold, the first amount of sinking can be determined according to the second amount of sinking and / or the third amount of sinking. This includes the following three cases: taking the second amount of sinking as the first amount of sinking; or taking the third amount of sinking as the first amount of sinking; or performing weighted average or other operation processing on the second amount of sinking and the third amount of sinking to determine the first amount of sinking.

[0045] For example, in the case that both the second amount of sinking and the third amount of sinking are reliable, and the deviation between them is greater than the deviation threshold, historical information can be used to assist in determining the reliable amount of sinking. For example, the steady-state reference value of the amount of sinking is obtained by time domain filtering of the sequence of the amount of sinking in the recent period. If the currently determined second amount of sinking can smoothly continue the change trend of the steady-state reference value, the second amount of sinking is considered to be reliable. If the currently determined second amount of sinking cannot smoothly continue the change trend of the steady-state reference value, for example, there is a significant jump compared to the steady-state reference value, the second amount of sinking is considered to be unreliable. The same applies to the third amount of sinking.

[0046] In some implementations of the first aspect, the first amount of sinking of the wheel into the ground is determined based on the first stroke and the tire pressure of the wheel.

[0047] Based on the above technical solution, the data reliability for determining the first amount of sinking is enhanced, thereby ensuring the accuracy of the determined first amount of sinking of the wheel, and further ensuring the accuracy of the tire pressure adjustment.

[0048] In some implementations of the first aspect, the tire pressure of the wheel is adjusted based on the first amount of sinking before the first amount of sinking is determined to be greater than or equal to a first amount of sinking threshold.

[0049] Based on the above technical solution, the tire pressure adjustment operation is triggered based on the first amount of sinking threshold, which can effectively avoid triggering the tire pressure adjustment operation in any case, thereby causing unnecessary overhead.

[0050] In some implementations of the first aspect, the first maximum slip rate of the wheel is determined based on the first amount of sinking when the first amount of sinking is greater than or equal to a second amount of sinking threshold, wherein the first maximum slip rate and the first amount of sinking have a corresponding relationship, and the torque applied to the wheel is adjusted based on the first maximum slip rate to make the slip rate of the wheel less than or equal to the first maximum slip rate.

[0051] For example, the corresponding relationship between the maximum slip rate of the wheel and the amount of sinking of the wheel can be obtained through experiments. Moreover, for different models of wheels or different vehicle types, the corresponding relationship between the maximum slip rate of the wheel and the amount of sinking of the wheel is different.

[0052] For example, the maximum slip rate of the wheel and the amount of sinking of the wheel have a negative correlation, i.e., the greater the amount of sinking of the wheel, the smaller the maximum slip rate of the wheel.

[0053] The wheel whose first amount of sinking is greater than or equal to the second amount of sinking threshold can be determined as a risk wheel.

[0054] For example, when the above wheel is determined as a risk wheel, first risk information can be sent, which is used to indicate that the above wheel is currently determined as a risk wheel and has a risk of getting stuck.

[0055] For example, the above first risk information can be displayed through a vehicle-mounted central control screen, or broadcast through a voice system, or presented through other media forms, so that the user can learn about the risk of getting stuck in time and take appropriate measures in time.

[0056] For example, the slip ratio of the risk wheel can be limited by activating a brake torque control (BTC) function.

[0057] According to the technical solution, the maximum slip ratio upper limit corresponding to the sinking amount of the risk wheel is determined, so as to control the torque of the wheel, so that the slip ratio of the wheel is less than or equal to the maximum slip ratio, thereby making the wheel more effectively transmit the wheel end torque during rotation, and suppressing continuous wheel slip and deepening sinking.

[0058] In combination with the first aspect, in some implementations of the first aspect, the vehicle includes a first wheel and a second wheel, the sinking amount of the first wheel is greater than or equal to a second sinking amount threshold, the sinking amount of the second wheel is less than the second sinking amount threshold, and the driving torque applied to the second wheel is increased.

[0059] The wheel with the first sinking amount less than the second sinking amount threshold can be determined as a non-risk wheel (for example, the second wheel described above).

[0060] For example, the BTC function can be activated for the risk wheel, and the driving torque is transferred to the non-risk wheel coaxial with the risk wheel by using the torque characteristics of the open differential, so as to achieve rapid slip limiting and escape; when the two wheels coaxial with the risk wheel both lose adhesion and the adhesion condition of the other axis as a whole is better than that of the axis where the risk wheel is located, the front and rear axis torque distribution ratio can be adjusted; if there is no transfer condition, the torque of each axis is limited synchronously and the BTC is continuously executed until the escape index. Or the chassis is requested to perform physical escape functions such as lifting and suspension adjustment.

[0061] For example, the escape functions that can be performed by the chassis include at least one of the following: lifting the air suspension, activating the electrically controlled differential lock, starting the electronic limited slip function, and the swing escape function.

[0062] According to the technical solution, the escape performance of the vehicle can be further improved.

[0063] In a second aspect, a control device is provided, including: an acquisition unit configured to acquire a first sinking amount of a wheel of a vehicle sinking into a ground surface; and an execution unit configured to adjust a tire pressure of the wheel according to the first sinking amount.

[0064] In combination with the second aspect, in some implementations of the second aspect, the vehicle travels on a first road surface, and the control device further includes a determination unit configured to determine a road surface type of the first road surface, and a corresponding relationship between the road surface type and a recommended tire pressure; and the execution unit is specifically configured to adjust the tire pressure of the wheel according to the first sinking amount and the recommended tire pressure corresponding to the road surface type of the first road surface.

[0065] With reference to the second aspect, in some implementations of the second aspect, the adjusted tire pressure of the wheel is inversely monotonically related to the first sink amount, and the adjusted tire pressure of the wheel is greater than or equal to the recommended tire pressure.

[0066] With reference to the second aspect, in some implementations of the second aspect, when the tire pressure of the wheel is equal to the recommended tire pressure, the tire pressure of the wheel is greater than or equal to a first tire pressure threshold; and the first tire pressure threshold is related to the tire bead unseating of the wheel.

[0067] With reference to the second aspect, in some implementations of the second aspect, when the tire pressure of the wheel is equal to the recommended tire pressure, the ground contact pressure of the wheel is less than or equal to the critical soil pressure of the first road surface, under the condition that the tire pressure of the wheel is greater than or equal to the first tire pressure threshold.

[0068] With reference to the second aspect, in some implementations of the second aspect, the obtaining unit is specifically configured to: obtain first sensing data about the wheel; determine, according to the first sensing data, a rolling radius of the wheel and an angle of entry of the wheel relative to the ground surface; and determine, according to the rolling radius and the angle of entry, a second sink amount, the second sink amount being used to determine the first sink amount.

[0069] With reference to the second aspect, in some implementations of the second aspect, the obtaining unit is specifically configured to: obtain, according to the first sensing data, a first travel of a suspension corresponding to the wheel; determine, according to the first travel and the first ground clearance, a second ground clearance of the chassis portion corresponding to the wheel; obtain second sensing data about the vehicle chassis, the second sensing data being used to indicate a third ground clearance of a wheel arch of the wheel; and determine, according to the second ground clearance and the third ground clearance, a third sink amount, the third sink amount being used to determine the first sink amount.

[0070] With reference to the second aspect, in some implementations of the second aspect, in a case where a deviation between the second sink amount and the third sink amount is less than or equal to a deviation threshold, the obtaining unit is specifically configured to: determine, according to the second sink amount and / or the third sink amount, the first sink amount.

[0071] With reference to the second aspect, in some implementations of the second aspect, the control device further comprises a judging unit, and the obtaining unit obtains the first sink amount of the wheel sinking into the ground surface in a case where the judging unit determines that the tire pressure of the wheel is greater than or equal to a second tire pressure threshold and / or determines that the first travel is less than or equal to a first travel threshold.

[0072] With reference to the second aspect, in some implementations of the second aspect, in a case where the judging unit determines that the first sink amount is greater than or equal to a first sink amount threshold, the executing unit adjusts the tire pressure of the wheel according to the first sink amount.

[0073] In some implementations of the second aspect, in combination with the second aspect, the determining unit is further configured to: in a case where the first amount of sinking is greater than or equal to a second amount of sinking threshold, determine, according to the first amount of sinking, a first maximum slip ratio of the wheel, there being a correspondence between the maximum slip ratio of the wheel and the amount of sinking of the wheel, the second amount of sinking threshold being greater than the first amount of sinking threshold; and the executing unit is further configured to: adjust the torque applied to the wheel according to the first maximum slip ratio, so that the slip ratio of the wheel is less than or equal to the first maximum slip ratio.

[0074] In some implementations of the second aspect, in combination with the second aspect, the vehicle includes a first wheel and a second wheel, the amount of sinking of the first wheel being greater than or equal to a second amount of sinking threshold, the amount of sinking of the second wheel being less than the second amount of sinking threshold, and the executing unit is further configured to: increase the driving torque applied to the second wheel.

[0075] In a third aspect, a control device is provided, which includes a memory and a processor, the memory being configured to store a computer program, and the processor being configured to execute the computer program in the memory, so that the control device can implement the method in any possible implementation of the second aspect.

[0076] In a fourth aspect, a vehicle is provided, which includes the control device in any possible implementation of the second aspect, or the control device in the third aspect.

[0077] The vehicle in the present application is a vehicle in a broad sense, which can be a traffic tool (such as a commercial vehicle, a passenger vehicle, a motorcycle, a flying vehicle, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), an agricultural device (such as a mower, a harvester, etc.), a recreational device, a toy vehicle, etc. The type of the vehicle is not limited in the embodiments of the present application.

[0078] In a fifth aspect, a computer program product is provided, which includes computer program code, when the computer program code is run on a computer, the computer program code causes the computer to execute the method in any possible implementation of the first aspect.

[0079] In a sixth aspect, a computer readable storage medium is provided, which stores a computer program, when the computer program is run on a computer, the computer program causes the computer to execute the method in any possible implementation of the first aspect.

[0080] In a seventh aspect, a chip is provided, which includes a circuit for executing the method in any possible implementation of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0081] Figure 1is a functional block diagram of a vehicle 100 provided by an embodiment of the present application; Figure 2 is a schematic diagram of a vehicle cabin scene provided by an embodiment of the present application; Figure 3 is a flowchart of a control method 300 provided by an embodiment of the present application; Figure 4 is a flowchart of a method 400 for obtaining a wheel sinking amount provided by an embodiment of the present application; Figure 5 is a schematic diagram of a wheel sinking into the ground; Figure 6 is a flowchart of another method 600 for obtaining a wheel sinking amount provided by an embodiment of the present application; Figure 7 is a flowchart of a method 700 for wheel extrication provided by an embodiment of the present application; Figure 8 is a flowchart of a wheel extrication service provided by an embodiment of the present application; Figure 9 is an architecture diagram of a control system 900 provided by an embodiment of the present application; Figure 10 is a schematic block diagram of a control device 1000 provided by an embodiment of the present application. DETAILED DESCRIPTION

[0082] It should be noted that, in the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B; "and / or" in this document only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone.

[0083] In the embodiments of the present application, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two, "at least one" and "one or more" means one, two or more than two. The singular expression "one", "a kind", "the", "the above", "the" and "this" is intended to also include, for example, the expression "one or more", unless there is clear indication to the contrary in the context.

[0084] Reference within the specification to "one embodiment" or "some embodiments" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. The appearances of the phrase "in one embodiment" or "in some embodiments" in various places within specified

[0085] In this application, "for indicating" can be understood as "enabling", and "enabling" can include direct enabling and indirect enabling. When describing that a certain information is used to enable A, it can include that the information directly enables A or indirectly enables A, and it does not mean that A must be carried in the information. The information enabled by the information is referred to as to-be-enabled information, and there are many ways to enable the to-be-enabled information in the specific implementation process, for example, but not limited to, the to-be-enabled information can be directly enabled, such as the to-be-enabled information itself or the index of the to-be-enabled information. The to-be-enabled information can also be indirectly enabled by enabling other information, where the other information and the to-be-enabled information have an association relationship. The to-be-enabled information can also be only enabled in part, and the other part of the to-be-enabled information is known or agreed in advance. For example, the enabling of a specific information can also be realized by means of the arrangement order of each information agreed in advance (for example, a protocol), thereby reducing the enabling overhead to a certain extent. Meanwhile, the common part of each information can also be identified and uniformly enabled, so as to reduce the enabling overhead caused by separately enabling the same information.

[0086] In this application, "pre-configuration" can include pre-definition, for example, protocol definition. The "pre-definition" can be realized by pre-storing corresponding codes, tables or other information indicating manners in devices (for example, including network elements), and the specific implementation manner is not limited in this application.

[0087] The "storage" or "saving" involved in this application can mean saving in one or more memories. The one or more memories can be separately arranged or integrated in the encoder or decoder, processor, or communication device. The one or more memories can also be partially separately arranged and partially integrated in the decoder, processor, or communication device. The type of the memory can be any form of storage medium, which is not limited.

[0088] The technical solutions in the embodiments of the present application will be described below with reference to the drawings.

[0089] The technical solutions in the embodiments of the present application will be described below with reference to the drawings.Figure 1 is a functional block diagram of the vehicle 100 provided by an embodiment of the present application.

[0090] The vehicle 100 can include a perception system 110, a computing platform 120, and a display device 130, wherein the perception system 110 can include one or more sensors that sense information about the environment surrounding the vehicle 100. For example, the perception system 110 can include a positioning system, which can be a global positioning system (GPS), a Beidou system, or other positioning systems. For another example, the perception system 110 can include one or more of an inertial measurement unit (IMU), an acceleration sensor, a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera. For example, the acceleration sensor can include a sensor for detecting an acceleration signal of an air suspension system, or a sensor of an electronic stability control (ESC) system.

[0091] Some or all functions of the vehicle 100 can be controlled by the computing platform 120. The computing platform 120 can include one or more processors, such as processors 121 through 12n (n is a positive integer), which are circuits with processing capability of signals. In one implementation, the processors can be circuits with instruction reading and running capability, such as central processing units (CPUs), microprocessors, graphics processing units (GPUs) (which can be understood as a kind of microprocessor), digital signal processors (DSPs), and the like. In another implementation, the processors can be circuits with certain functions implemented by fixed or reconfigurable logic relationship of hardware circuits, such as application-specific integrated circuits (ASICs) or programmable logic devices (PLDs) implemented hardware circuits, such as field programmable gate arrays (FPGAs). In the reconfigurable hardware circuits, the processors load configuration documents to implement the configuration of the hardware circuits, which can be understood as the process of the processors loading instructions to implement the functions of some or all of the units described above. In addition, the processors can also be hardware circuits designed for artificial intelligence, which can be understood as a kind of ASIC, such as neural network processing units (NPUs), tensor processing units (TPUs), deep learning processing units (DPUs), and the like. In addition, the computing platform 120 can also include a memory for storing instructions, and some or all of the processors 121 through 12n can call the instructions in the memory to implement corresponding functions, such as the control method proposed in the embodiments of the present application and the adjustment of the tire pressure of the vehicle wheel.

[0092] The display device 130 in the cabin is mainly divided into two categories, the first category is a vehicle display screen, and the second category is a projection display screen, such as a head up display (HUD). The vehicle display screen is a physical display screen and is an important part of the in-vehicle infotainment system. Multiple display screens can be provided in the cabin, such as a digital instrument display screen, a center control screen, a display screen in front of a passenger (also referred to as a front passenger) at a co-driver position, a display screen in front of a left rear passenger, and a display screen in front of a right rear passenger, and even a vehicle window can be used as a display screen for display. The head up display, also known as a head-up display system, is mainly used to display driving information such as speed, navigation, etc. on a display device (such as a windshield) in front of the driver. In order to reduce the time of the driver's line of sight shift and avoid the change of the pupil caused by the driver's line of sight shift, the driving safety and comfort are improved. The HUD includes, for example, a combiner-HUD (C-HUD) system, a windshield-HUD (W-HUD) system, and an augmented reality HUD (AR-HUD). It should be understood that other types of systems can also appear as the technology evolves, and the present application does not limit this.

[0093] The above display device 130 is described by taking the vehicle display screen and the projection display screen as examples, and the embodiments of the present application are not limited thereto. For example, the display device 130 can also be a light display screen or a projection screen.

[0094] Figure 2 FIG. 1 is a schematic diagram of a vehicle cabin scene provided by an embodiment of the present application. One or more vehicle display screens (or vehicle screens) are provided in the intelligent cabin, including but not limited to a display screen 201 (or a center control screen), a display screen 202 (or a co-driver entertainment screen), a display screen 203 (or a main driver headrest rear screen), a display screen 204 (or a co-driver headrest rear screen), a display screen 205 (or a second-row entertainment screen) provided at the top of the cabin, a door panel screen 206 provided at the rear row, an armrest screen 207 provided at the rear row, and an instrument screen. Further, the display screens 201 to 207 can display a graphical user interface (GUI), which can include one or more application icons and / or one or more cards. For example, Figure 1The display device 130 shown can be one or more of displays 201 to 207. In some possible implementations, display 201 can also be a long screen extending into the passenger area. Additionally, display 205 can be a projection screen associated with a projector, which can be associated with a desktop launcher to manage applications projected onto the projection screen. Alternatively, display 205 can also be a rollable screen. One or more of the aforementioned displays 201 to 207 can be used to display to the user whether there is a risk of the vehicle getting stuck at any of its wheels, enabling the user to take timely measures to avoid the vehicle becoming trapped.

[0095] Figure 2 The cockpit can also be equipped with one or more cameras to capture images inside or outside the cockpit, such as cameras from a driver monitor system (DMS), a cabin monitor system (CMS), and a dashcam. These cameras can be the same or different cameras. In addition, one or more pressure sensors and acoustic sensors are installed in the cockpit to monitor the presence and location of users.

[0096] It should be understood that the following embodiments are based on Figure 2 The embodiments shown are based on a 5-seat vehicle, but are not limited to this. For example, for a 7-seat sport / suburban utility vehicle (SUV), the cabin may include a central control screen, a passenger entertainment screen, a screen behind the driver's headrest, a screen behind the passenger's headrest, entertainment screens in the left-hand area of ​​the third row, and entertainment screens in the right-hand area of ​​the third row. As another example, for a bus, the cabin may include front and rear entertainment screens; or, the cabin may include a display screen in the driver's area and an entertainment screen in the passenger area. Furthermore, the following embodiments use a left-hand drive vehicle (i.e., the driver is on the left side of the vehicle) as an example; in actual implementation, the vehicle may also be a right-hand drive vehicle (i.e., the driver is on the right side of the vehicle).

[0097] Optionally, the structure of the vehicle 100 and the interior of the smart cockpit described above is merely illustrative. In actual applications, various components in the vehicle 100 and the interior of the smart cockpit can be added or removed as needed.

[0098] The vehicle involved in the present application can include a road vehicle, a water vehicle, an air vehicle, an industrial device, an agricultural device, or an entertainment device, etc. For example, the vehicle can include an unmanned vehicle, which is a vehicle in a broad sense, and can be a vehicle (such as a commercial vehicle, a passenger vehicle, a motorcycle, a flying vehicle, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), an agricultural device (such as a mower, a harvester, etc.), a recreational device, a toy vehicle, etc. The type of the vehicle is not limited in the embodiments of the present application. For the convenience of description, the embodiments of the present application will be described in detail taking an intelligent vehicle as an example.

[0099] Considering that the driving environment of the vehicle is complex and changeable, with the development of vehicle technology, the demand for the vehicle to adapt to various road conditions is increasing. For example, the vehicle can drive on a highway built on asphalt, and can also drive on a road built on cement. For some off-road vehicles, the vehicle can also drive on non-paved roads such as sandy land and muddy land. The common feature of these roads such as sandy land and muddy land is that the texture is soft, so that the wheels of the vehicle are easy to sink into these terrains when the vehicle drives in these terrains, and the risk of getting stuck is also significantly increased.

[0100] When the vehicle drives on the soft-textured road surface such as sandy land and muddy land, if the ground pressure of the wheel is much greater than the limit bearing capacity (or the critical pressure of the soil) of the road surface, a large amount of sinkage of the vehicle will be caused. This sinkage will change the contact area and contact pressure of the wheel and the road surface, and then affect the power transmission efficiency and passability of the vehicle. If the wheel sinks too deep, the vehicle may be stuck. In this case, the vehicle is usually difficult to escape without other external traction assistance. Some vehicle models support four-wheel drive, but blindly increasing the driving force of each wheel will cause the vehicle to sink deeper because the ground is too soft. Stuck not only hinders the journey of the vehicle, but also may cause damage to the vehicle, increase maintenance costs, and even in extreme cases, may cause a safety accident.

[0101] In view of this, the embodiments of the present application propose a control method, which can effectively reduce the occurrence of getting stuck or being difficult to escape under the condition that the vehicle drives on different textured road surfaces and / or the vehicle is in different load conditions.

[0102] Figure 3 FIG. 3 is a flow diagram of a control method 300 proposed by the embodiments of the present application.

[0103] In some possible embodiments, the control method 300 can be executed by a controller mounted on the whole vehicle, which can be a domain controller, and the domain controller can be an ECU. Of course, the controller can also be a controller deployed at other levels of the whole vehicle control system, such as an actuator controller, a whole vehicle controller, and the like.

[0104] Reference Figure 3 As shown in the figure, the control method 300 can include the following operations: S310: Obtain a first sinking amount of a wheel of the vehicle sinking into the ground surface.

[0105] S320: Adjust the tire pressure of the wheel according to the first sinking amount.

[0106] In some possible embodiments, since the road built based on asphalt or cement concrete and the like belongs to an elastic-plastic solid, when the vehicle travels on such a road, the wheel will not be significantly sunk, and therefore the control method 300 described above can play an obvious advantage in scenarios such as sand, land or mud, and the like. Therefore, for the convenience of description, the following embodiments take the road surface such as sand, land, mud and the like as an example to describe the related content of the control method 300 proposed in the embodiments of the present application.

[0107] In some possible embodiments, the wheel refers to any one or more wheels (or even all wheels) mounted on the axle of the vehicle. Especially in the case that the sinking amounts of the wheels are different, the tire pressure of each wheel can be adjusted differently according to the different sinking amounts, so that the tire pressure adjustment result is more reasonable.

[0108] In some possible embodiments, the control method 300 can be periodically executed, for example, the control method 300 is periodically executed during the travel of the vehicle, or the control method 300 is started to be periodically executed when the vehicle has / is about to travel on a specified type of road section (such as sand, land, mud and the like), and then the first sinking amount can be a real-time dynamic value. Accordingly, the tire pressure of the wheel can also be adaptively changed due to the dynamic change of the first sinking amount.

[0109] In some possible embodiments, the sinking amount of the wheel sinking into the ground surface related to the embodiments of the present application refers to the vertical height difference between the lowest point of the wheel ground contact surface and the horizontal surface corresponding to the front ground surface that has not been compacted, or refers to the vertical height difference between the lowest point of the wheel ground contact surface and the elevation of the front ground surface that has not been compacted.

[0110] The reason why the control method 300 proposed in this application adjusts the tire pressure of the wheel based on the first sinking amount of the wheel relative to the ground surface / road surface, rather than directly adjusting the tire pressure of the wheel based on the type of road surface the vehicle is currently traveling on, is because the critical soil pressure may differ for different sections of the same type of road surface, and the vehicle's load conditions also differ. The load conditions affect the ground contact pressure of the wheel, and the relationship between the ground contact pressure of the wheel and the critical soil pressure affects whether the wheel will sink.

[0111] For example, for road surfaces of the same texture, when the vehicle load is at the first load level, the ground pressure ratio between the wheel and the road surface is the first ground pressure ratio. When the vehicle load is at the second load level, the ground pressure ratio between the wheel and the road surface is the first ground pressure ratio. If the first load is less than the second load, then the first ground pressure ratio is less than the second ground pressure ratio. Since the critical soil pressure remains constant, if the first ground pressure ratio is less than or equal to the critical soil pressure when the vehicle is under the first load, the wheel will not sink. If the second ground pressure ratio is greater than the critical soil pressure when the vehicle is under the second load, then the wheel will sink. Conversely, under the condition of a fixed vehicle load, the same principle applies to road surfaces of different textures.

[0112] In this embodiment, the relationship between the ground pressure of the wheel and the critical soil pressure can be characterized by the actual amount of wheel sinking, thereby enabling more accurate adjustment of tire pressure to precisely assist the wheel in avoiding getting stuck.

[0113] As mentioned above, if the ground contact pressure of the wheel exceeds the critical pressure of the soil surface, the vehicle will experience a significant vertical sinking. Therefore, when a wheel sinks into the ground, its ground contact pressure is a crucial factor in whether it can escape. This can be addressed by reducing the ground contact pressure to be less than or equal to the ultimate bearing capacity of the soil surface. Ground contact pressure p = F_z / A; where F_z refers to the vertical load on the wheel, and A refers to the ground contact area of ​​the wheel. Since vehicles typically do not have convenient ways to significantly adjust their load during operation, the ground contact pressure can be reduced by increasing the ground contact area of ​​the wheel. Increasing the ground contact area can be achieved by reducing the tire pressure.

[0114] Therefore, it can be seen that there is an inverse monotonic relationship between the adjusted tire pressure and the initial sinking amount. That is, after the tire pressure of the wheel decreases, the ground pressure of the wheel decreases, gradually making the ground pressure less than or equal to the critical pressure of the soil. This allows the soil to support the vehicle in its current state, enabling the vehicle to more effectively transmit wheel-end torque based on wheel drive, suppressing the wheel from sinking further, and thus extricating the vehicle from the predicament.

[0115] The inverse monotonic relationship is used to describe the relationship between two parameters, where one parameter increases while the other does not. This relationship does not restrict the functional form between the parameters, and can include continuous negative correlation, piecewise constant, or step transition.

[0116] In some possible embodiments, during the actual detection process, the aforementioned first depression amount can be 0, or a value near 0; then, the corresponding operation of adjusting the tire pressure of the wheel can be to maintain the current tire pressure state of the wheel without adjusting the tire pressure.

[0117] Based on the above technical solution, the amount of wheel sinking is used to characterize the relationship between the current ground contact pressure of the wheel and the critical soil pressure of the road surface in contact with the wheel. The amount of wheel sinking is used as the basis for adjusting the tire pressure, thereby changing the ground contact area of ​​the wheel to adjust the ground contact pressure of the wheel. This makes the ground contact pressure less than or equal to the critical soil pressure of the road surface, so that the vehicle can more effectively transmit wheel-end torque based on wheel drive, suppress continuous wheel sinking, effectively reduce the judgment error caused by the actual internal texture difference of the same type of road surface and the difference in vehicle load, balance road passability and driving resistance, and has better adaptability to different loads and complex mixed texture road surfaces.

[0118] For ease of description, the following uses the example of a vehicle traveling on the first road surface to illustrate the detailed implementation of the control method 300 proposed in this application.

[0119] In some possible embodiments, after determining the first sinking amount of the wheel, the tire pressure of the wheel can be adjusted as follows: determine the road surface type of the first road surface, which corresponds to a recommended tire pressure; adjust the tire pressure of the wheel according to the first sinking amount and the recommended tire pressure corresponding to the road surface type of the first road surface.

[0120] As can be seen from the foregoing, the correspondence between road surface type and recommended tire pressure can be established through experiments. However, in real-world scenarios, the texture of the same type of road surface varies. Therefore, in this embodiment, the relationship between the critical soil pressure of the road surface and the ground contact pressure of the wheel is inferred by the first sinking amount, rather than directly adjusting the tire to the recommended tire pressure. This allows the tire pressure adjustment strategy to take into account both the vehicle's load conditions and the critical soil pressure of the road surface, thereby more accurately assisting the wheel in getting out of trouble and improving the effectiveness of tire pressure adjustment.

[0121] In some possible embodiments, the type of road surface being traveled on can be determined using machine vision technology, through road surface images acquired by visual sensors. Alternatively, the road surface type of the current road segment can be obtained from navigation software or other detection devices (such as roadside units for communicating with the vehicle).

[0122] In some possible implementations, during tire pressure adjustment, it is necessary to ensure that the tire pressure of the wheel is greater than or equal to a first tire pressure threshold (different wheel models may correspond to different first tire pressure thresholds). When the tire pressure of the wheel is less than the first tire pressure threshold, the wheel bead disengages. Furthermore, to provide favorable conditions for subsequent wheel traction, when adjusting the tire pressure to the recommended tire pressure, while ensuring the tire pressure is less than the first tire pressure threshold, it is also advisable to ensure that the ground contact pressure of the wheel is less than or equal to the critical soil pressure of the first road surface. Therefore, when experimentally constructing the correspondence between recommended tire pressure and road surface type, these two conditions can be considered.

[0123] In some possible embodiments, the critical soil pressure of the first road surface can be obtained experimentally. For example, the minimum value among multiple critical soil pressures corresponding to the first road surface under various texture conditions can be taken as the critical soil pressure corresponding to the first road surface; or multiple critical soil pressures corresponding to the first road surface under various texture conditions can be obtained, and then a weighted average can be performed on the multiple critical soil pressures. The weights can be determined based on the probability of the first road surface of the corresponding texture appearing in the actual scenario, and finally the critical soil pressure of the first road surface can be determined.

[0124] In some possible embodiments, the aforementioned critical soil pressure can be determined based on soil property parameters, including soil cohesion, soil internal friction angle, cohesion modulus, friction modulus, deformation index, and shear modulus. However, in real-time vehicle driving scenarios, soil property parameters are usually not directly measurable and require reverse calculation: using the obtained wheel sinkage, wheel load, and wheel geometry parameters, combined with the Terzaghi bearing capacity theory formula and / or the Bekker bearing pressure formula, the soil property parameters are used as the object of qualitative analysis to analyze the relationship between the critical soil pressure and the wheel ground contact pressure.

[0125] In some possible embodiments, based on the foregoing, it is known that there is an inverse monotonic relationship between the tire pressure of the wheel after adjustment based on the control method 300 and the first sinking amount. Therefore, when the tire pressure of the wheel is adjusted to the recommended tire pressure, the ground pressure of the wheel will be close to the critical soil pressure of the first road surface. Accordingly, the tire pressure of the wheel after adjustment is at most equal to the recommended tire pressure, that is, the tire pressure of the wheel after adjustment is less than or equal to the recommended tire pressure, thereby avoiding situations such as wheel deflation caused by excessive deflation.

[0126] In some possible embodiments, when the first sinking amount is less than or equal to the first sinking amount threshold, the current tire pressure can be kept unchanged; or, when the first sinking amount is greater than the first sinking amount threshold, the tire pressure of the wheel can be adjusted according to the magnitude of the first sinking amount, with the following adjustment logic: the larger the first sinking amount, the closer the adjusted tire pressure is to the recommended tire pressure; the smaller the first sinking amount, the closer the adjusted tire pressure is to the tire pressure before adjustment.

[0127] Based on the above technical solution, by establishing a correspondence between road surface type and recommended tire pressure, the recommended tire pressure can be obtained after determining the road surface type. This recommended tire pressure is then used as the target value for tire pressure adjustment. The tire pressure is adjusted in conjunction with the magnitude of the sinking, ensuring that the ground contact pressure of the wheel after adjustment is less than or equal to the critical soil pressure of the road surface. This allows the vehicle to extricate itself from difficult situations and prevents further sinking. Triggering tire pressure adjustment based on this first sinking threshold effectively avoids triggering tire pressure adjustment under all circumstances, thus preventing unnecessary overhead.

[0128] Furthermore, this application also proposes a technical approach for obtaining the first depression amount.

[0129] In some possible embodiments, the aforementioned first depression amount can be obtained using machine vision technology.

[0130] Figure 4 This is a flowchart illustrating a method 400 for obtaining wheel sinkage according to an embodiment of this application.

[0131] refer to Figure 4 As shown, the method 400 may include the following operations: S410: Acquire first sensor data about the wheel.

[0132] In some possible embodiments, the aforementioned first sensing data may be image data. Based on this, the aforementioned first sensing data can be obtained by reusing existing visual functions such as electronic rearview mirrors and transparent chassis functions on the vehicle side; alternatively, the aforementioned first sensing data can be obtained by independently deploying cameras at designated locations, with the cameras directly photographing the wheel hub and tire sidewall.

[0133] In some possible embodiments, the first sensing data described above may also be point cloud data acquired based on lidar.

[0134] For example, the first sensing data mentioned above includes the wheel hub and tire sidewall, and in order to further calculate the amount of wheel sinking, it may further include the contact surface between the wheel and the ground surface.

[0135] S420: Based on the first sensor data, determine the rolling radius of the wheel and the approach angle of the wheel relative to the ground surface.

[0136] The wheel's entry angle relative to the ground surface is a key parameter in vehicle dynamics and ground mechanics used to describe the interaction between the wheel and the soil surface. This entry angle is defined as the angle between the line connecting the wheel's reference point (usually the wheel center) to the critical point of contact where the wheel begins to sink significantly into the soil surface, and a line perpendicular to the ground. This angle marks the transition of the wheel from slight contact with the soil surface to a state where it begins to sink significantly, and is an important geometric parameter for assessing vehicle passability.

[0137] S430: Determine a second sag based on the rolling radius and the entry angle. This second sag is used to determine the first sag mentioned above.

[0138] In some possible embodiments, the second depression amount can be directly used as the first depression amount mentioned above.

[0139] Figure 5 This is a diagram illustrating a wheel stuck in the ground.

[0140] refer to Figure 5 As shown, R0 represents the rolling radius of the wheel, and θ represents the approach angle.

[0141] The rolling radius of the wheel can be obtained by collecting visual information when the wheel is not sinking.

[0142] In some possible embodiments, under the baseline state where the vehicle is stationary and the tire pressure and load are known, the camera's intrinsic and extrinsic parameters are calibrated to obtain the pixel scaling factor (the actual length corresponding to a unit pixel). The pixel coordinates corresponding to the wheel hub center and the pixel coordinates corresponding to the tire contact point are extracted through edge detection, ellipse fitting, and other methods. Then, the pixel distance between these two points is multiplied by the pixel scaling factor to obtain the vertical distance from the wheel center to the contact point, which is the rolling radius R0 of the wheel.

[0143] In some possible embodiments, the aforementioned roll radius can also be obtained through dynamic means, such as obtaining the vehicle speed during normal vehicle operation (e.g., in scenarios where the wheels do not sink or slip). v and wheel speed w Then the above rolling radius R0 = v / w .

[0144] In some possible embodiments, the scroll radii obtained through these two methods can be cross-validated. If the difference between the scroll radii obtained through these two methods is less than a specified threshold, it indicates that the confidence level of the two obtained scroll radii is high. These two scroll radii can then be processed using appropriate calculation methods to ultimately obtain the aforementioned... Figure 5The rolling radius R0 is shown.

[0145] Of course, the rolling radius R0 mentioned above can also be obtained directly through a single method.

[0146] In some possible embodiments, during normal vehicle operation, the image of the junction between the tire sidewall and the ground surface is captured by visual functions such as transparent chassis function or electronic rearview mirror. The approach angle θ of the wheel relative to the ground surface can be obtained by edge detection and geometric fitting.

[0147] After obtaining the rolling radius R0 and the entry angle θ, the second sinking amount z of the wheel can be determined based on the following formula (1).

[0148] z = R0(1-cosθ)(1) In some possible embodiments, after obtaining the second dip value z, the second dip value z can be filtered to increase its accuracy. The filtering process may include moving average filtering, exponentially weighted moving average filtering, weighted average filtering, etc., and this application embodiment does not limit the specific methods used.

[0149] Based on the above technical solution, the amount of wheel sinking can be obtained, thus providing data for subsequent tire pressure adjustment based on the amount of sinking.

[0150] In some possible embodiments, the aforementioned first sag can be calculated by detecting suspension parameters.

[0151] Figure 6 This is a flowchart illustrating another method 600 for obtaining wheel sinkage proposed in this application embodiment.

[0152] The prerequisite for executing method 600 is that the initial ground clearance of the chassis corresponding to the wheel is known. This initial ground clearance refers to the height of the chassis corresponding to the wheel from the ground when the vehicle is first started. Therefore, during vehicle operation, method 600 can be used to obtain the wheel's sinkage.

[0153] refer to Figure 6 As shown, the method 600 may include the following operations: S610: Obtain the first travel of the suspension corresponding to the wheel.

[0154] For example, the first stroke of the suspension described above can be used to represent the amount of compression or extension of the suspension during vehicle operation.

[0155] For example, the aforementioned first stroke can be obtained by reading the real-time displacement signal output by the suspension height sensor. This first stroke can be used to indicate the amount of vertical movement of the wheel's center relative to the vehicle body, with upward compression being negative and downward extension being positive.

[0156] S620: Determine the second ground clearance of the chassis portion corresponding to the wheel based on the first stroke and the first ground clearance.

[0157] The aforementioned second ground clearance refers to the second ground clearance that the chassis portion corresponding to the wheel can reach when the wheel is not submerged in the ground.

[0158] S630: Acquire second sensing data about the vehicle chassis, which is used to indicate the third ground clearance of the wheel arches.

[0159] In some possible embodiments, the second sensing data can be acquired by machine vision or by non-visual sensors such as lidar. The second sensing data may include the vertical distance of one or more sampling points on the front and rear edges of the wheel arch relative to the ground surface.

[0160] In some possible embodiments, when there are multiple sampling points, the vertical distances corresponding to the multiple sampling points can be weighted and averaged to obtain the third ground clearance of the wheel arch.

[0161] The aforementioned third ground clearance can be used to characterize the actual ground clearance of the chassis portion corresponding to the wheel, excluding the portion of the wheel that is submerged below the ground surface.

[0162] S640: Determine a third subsidence amount based on the second and third ground clearances, which is used to determine the aforementioned first subsidence amount.

[0163] In some possible embodiments, the third depression amount can be directly used as the first depression amount mentioned above.

[0164] Based on the above technical solution, the amount of wheel sinking can be obtained, thus providing data for subsequent tire pressure adjustment based on the amount of sinking.

[0165] In some possible embodiments, before determining the sinkage amount based on method 400, a certain precondition needs to be met, namely: the tire pressure of the wheel is greater than or equal to a second tire pressure threshold. This is because when the tire pressure of the wheel is less than the second tire pressure threshold (e.g., 100 kPa, different models of wheels correspond to different second tire pressure thresholds), the deformation of the wheel exceeds a certain threshold, that is, very obvious deformation occurs. At this time, it is impossible to directly determine whether the current wheel is in excessive deformation or sinking below the ground surface through visual information. In this case, even if the second sinkage amount is obtained based on the aforementioned method 400, it is impossible to decouple the second sinkage amount from the wheel deformation, making the second sinkage amount unreliable.

[0166] Similarly, before determining the sinkage amount based on method 600, certain preconditions must be met, namely: the first travel of the suspension must be less than or equal to a first travel threshold. In method 600, the suspension travel and the wheel sinkage amount are actually coupled, because the second ground clearance can be derived from the suspension travel, which is the key data for determining the sinkage amount. However, when the extension or compression of the suspension exceeds a certain threshold, the suspension travel and the wheel sinkage amount become decoupled, making it difficult to accurately obtain the second ground clearance amount through the suspension travel. In this case, even if a third sinkage amount is obtained based on the aforementioned method 600, this third sinkage amount is unreliable.

[0167] The second tire pressure threshold is greater than the first tire pressure threshold mentioned in the previous embodiment.

[0168] In some possible embodiments, after determining the second sinking amount, it can be determined whether the tire pressure of the wheel is greater than or equal to a second tire pressure threshold during the period of determining the second sinking amount. If the condition is not met, the second sinking amount is considered unreliable; if the condition is met, the second sinking amount is considered reliable.

[0169] In some possible embodiments, after determining the third sag, it can be determined whether the suspension's first travel is less than or equal to a first travel threshold during the period in which the third sag is determined. If this condition is not met, the third sag is considered unreliable; if it is met, the third sag is considered reliable. Furthermore, it can be determined whether the tire pressure is less than a second tire pressure threshold during the period in which the third sag is determined. If it is less, it indicates that the wheel's radial stiffness is very low, meaning that the contribution of wheel deformation to the vehicle body sag is significant, thus amplifying the accuracy of the third sag and making it unreliable.

[0170] In some possible embodiments, if the second depression amount is reliable and the third depression amount is unreliable, the second depression amount can be used as the first depression amount mentioned above.

[0171] In some possible embodiments, if the third depression amount is reliable and the second depression amount is unreliable, the third depression amount can be used as the first depression amount mentioned above.

[0172] In some possible embodiments, if neither the second nor the third depression is reliable, the first and third depressions can be recalculated.

[0173] In some possible embodiments, when both the second and third depression values ​​are reliable, the deviation between the second and third depression values ​​can be determined. If the deviation is less than or equal to a deviation threshold (e.g., 10%), the first depression value can be determined based on the second and / or third depression values. This includes three cases: using the second depression value as the first depression value; using the third depression value as the first depression value; or performing a weighted average or other calculations on the second and third depression values ​​to determine the first depression value.

[0174] In some possible embodiments, when both the second and third dip values ​​are reliable, and the deviation between them is greater than a deviation threshold, historical information can be used to assist in determining the reliable dip value. For example, the dip value sequence of the most recent period can be filtered in the time domain to obtain a steady-state reference value for the dip value; if the currently determined second dip value can smoothly continue the trend of the steady-state reference value, then the second dip value is determined to be reliable; if the currently determined second dip value cannot smoothly continue the trend of the steady-state reference value, for example, if there is a significant jump compared to the steady-state reference value, then the second dip value is determined to be unreliable. The same logic applies to the third dip value.

[0175] In some possible embodiments, before determining the second or third sinking amount, it can be determined whether the current tire pressure of the wheel is less than a second tire pressure threshold. If it is less, the current operation of determining the second or third sinking amount is stopped; otherwise, the operation of determining the second or third sinking amount is proceeded.

[0176] In summary, after determining that the tire pressure of the wheel is greater than or equal to the second tire pressure threshold, and / or that the suspension travel is less than or equal to the first travel threshold, the operation of obtaining the first sinking amount of the vehicle's wheel into the ground surface is then performed, that is, the operation of determining the first sinking amount by the second sinking amount and / or the third sinking amount.

[0177] Based on the above technical solution, the reliability of the data used to determine the first sinking amount is enhanced, thereby ensuring the accuracy of the determined first sinking amount of the wheel, and thus ensuring the accuracy of tire pressure adjustment.

[0178] Furthermore, embodiments of this application also propose methods for dealing with situations where wheels become stuck in the road surface.

[0179] Figure 7 This is a flowchart illustrating a wheel detachment method 700 proposed in an embodiment of this application.

[0180] In some possible embodiments, the prerequisite for activating the method 700 may be that the first sinking amount of the wheel is greater than or equal to a second sinking amount threshold, which may be greater than the first sinking amount threshold in the aforementioned embodiments.

[0181] When the first sinking amount of the wheel is greater than or equal to the second sinking amount threshold, it indicates that the wheel has sunk quite deep. Therefore, the wheel can be identified as a high-risk wheel, and the above method 700 can then be performed on that wheel. (Refer to...) Figure 7 As shown, the method 700 includes the following operations: S710: Determine the first maximum slip ratio of the risk wheel based on the first sinking amount, wherein there is a corresponding relationship between the first maximum slip ratio and the first sinking amount.

[0182] The maximum slip ratio of a wheel refers to the slip ratio at which the longitudinal adhesion reaches its peak under a specific road surface-tire combination. It is determined by the road surface adhesion coefficient, tire structure, and vertical load. Beyond this value, the adhesion decreases as the slip ratio increases, causing the wheel to enter an unstable slip / slip zone. The slip ratio is controlled by wheel-end torque: the greater the torque, the greater the slip ratio; when the slip ratio exceeds the maximum slip ratio, the wheel slips.

[0183] In some possible implementations, the relationship between the maximum slip ratio and the amount of wheel sinking can be obtained experimentally. Furthermore, the relationship between the maximum slip ratio and the amount of sinking varies for different wheel models or vehicle types.

[0184] In some possible embodiments, there is a negative correlation between the maximum slip ratio of the wheel and the amount of wheel sinking, that is, the greater the amount of wheel sinking, the smaller the maximum slip ratio of the wheel.

[0185] In some possible embodiments, when the wheel is determined to be a risk wheel, a first risk information may be sent, which indicates that the wheel is currently identified as a risk wheel and there is a risk of getting stuck.

[0186] In some possible embodiments, the aforementioned first risk information can be displayed through the vehicle's central control screen, broadcast through a voice system, or presented through other media, so that users can be informed of the risk of getting stuck in the vehicle in a timely manner and take corresponding measures in time, or cooperate with the wheel getting out of trouble method 700 proposed in the embodiments of this application to perform normally.

[0187] S720: Adjust the torque of the risk wheel according to the first maximum slip ratio so that the slip ratio of the risk wheel is less than or equal to the first maximum slip ratio.

[0188] In some possible embodiments, the slip ratio of the slipping wheel can be limited by activating the BTC function. The BTC function applies braking torque to the slipping wheel, transferring excess torque via the differential to the wheel with higher traction on the other side of the coaxial axis. The principle is as follows: In an open differential structure, applying braking torque to the slipping wheel causes a momentary increase in its wheel-end resistance. Based on the differential's operating mechanism, an equal amount of driving torque can be automatically transferred to the wheel with better traction on the other side of the coaxial axis. This increases the vehicle's effective thrust without increasing total drive power, while simultaneously suppressing excessive slippage of the slipping wheel to assist the slipping wheel in getting out of trouble. Therefore, applying braking torque to the slipping wheel increases its wheel-end resistance, and then utilizing the equal torque characteristic of the open differential to transfer an equal amount of driving torque to the non-slipping wheel on the coaxial axis. This not only helps reduce the slip ratio of the slipping wheel to below the first maximum slip ratio without increasing total drive power, but also helps improve the effective thrust.

[0189] Under the premise of ensuring that the slip ratio of the risk wheel is less than or equal to the first maximum slip ratio, it can effectively prevent the risk wheel from slipping, thereby more effectively transmitting the wheel end torque, preventing the wheel from slipping and sinking deeper, and effectively assisting the sinking wheel to get out of trouble.

[0190] Based on the above technical solution, the upper limit of the maximum slip ratio is determined according to the amount of sinking of the risk wheel, so as to control the torque of the wheel and make the slip ratio of the wheel less than or equal to the corresponding maximum slip ratio. This allows the wheel to transmit the wheel end torque more effectively during the wheel rotation process, suppressing the continuous slipping of the wheel and deepening of sinking.

[0191] In some possible embodiments, in practical applications, the amount of sinking of each wheel of the vehicle can be acquired, and it can be determined whether each wheel is a risk wheel. Assuming that the vehicle includes risk wheels and non-risk wheels, where non-risk wheels are those with a sinking amount less than a second sinking amount threshold, then the risk wheels can be assisted in getting out of trouble by increasing the driving torque of the non-risk wheels.

[0192] In some possible embodiments, taking a two-axle vehicle as an example, if any axle has a wheel at risk and the other wheel on the same axle still has traction (i.e., the slip ratios of the two wheels are inconsistent), the BTC function can be activated for the wheel at risk. The torque characteristics of the open differential and other components can be used to transfer the driving torque to the non-risk wheel on the same axle as the wheel at risk, thereby achieving rapid limited slip and getting out of trouble. When both wheels on the same axle lose traction and the overall traction conditions of the other axle are better than those of the axle where the wheel at risk is located, the torque distribution ratio between the front and rear axles can be adjusted. If there are no conditions for transfer, the torque is limited synchronously on each axle and BTC is continuously executed until the getting-out indicators (indicator parameters used to quantify the trend of the wheel getting out of the sinking, such as the rate of change of sinking amount, slip ratio deviation, and the maximum slip ratio corresponding to each of the four wheels) improve, or the chassis is requested to perform physical getting-out functions such as lifting and suspension adjustment.

[0193] For example, when the slip ratio of the risk wheel is greater than the maximum slip ratio limit and continues to exceed a certain time threshold, the ESC actuator can increase the pressure on the wheel. The specific value can be determined by pre-calibration so that the braking torque is close to a certain proportion of the peak drive torque at the wheel end, and this continues for a certain period of time and cycles until the slip ratio of the risk wheel drops.

[0194] For example, the chassis can perform at least one of the following off-road functions: raising the air suspension, activating the electronic differential lock, activating the electronic limited-slip function, and swaying off-road function.

[0195] In some possible embodiments, for the risk wheel, the equivalent soil critical pressure can be derived in reverse (e.g., through the Terzaghi formula) based on the real-time acquisition of the risk wheel's sinking amount, the corresponding wheel load, and the current road surface type. The driving resistance under the current sinking amount can also be estimated (e.g., through the Bekker formula or other formulas used to derive driving resistance), providing real-time parameter boundaries for subsequent torque setting and slip ratio control of the risk wheel.

[0196] Based on the above technical solutions, the vehicle's ability to get out of trouble can be further improved.

[0197] In summary, this application proposes a set of wheel control business logic, the process of which includes tire pressure adjustment operation and wheel traction operation proposed in the embodiments of this application.

[0198] Figure 8 This is a flowchart of a wheel getting-out-of-trouble operation proposed in an embodiment of this application.

[0199] refer to Figure 8 As shown, this business process can be initiated after the vehicle starts moving.

[0200] S810: Get the amount of wheel sinking.

[0201] Specifically, S810 can acquire the sinkage amount of each wheel individually, covering all wheels of the vehicle. Therefore, subsequent operations can be performed on any single wheel of the vehicle. Furthermore, S810 and subsequent operations can be executed periodically.

[0202] For details on obtaining the amount of depression, please refer to the corresponding embodiments mentioned above, which will not be repeated here.

[0203] S815: Determine whether the wheel sinks more than the first sinking threshold. If yes, proceed to S820; otherwise, proceed to S810.

[0204] When the wheel sinks more than the first sinking threshold, it means that although the vehicle is at risk of getting stuck, the tire pressure can be adjusted to increase the wheel's grip in order to avoid getting stuck.

[0205] S820: Adjust the tire pressure of the wheel according to the amount of sinking of the wheel.

[0206] For detailed instructions on adjusting tire pressure, please refer to the corresponding embodiments described above, which will not be repeated here.

[0207] S825: Determine whether the wheel sinking amount is greater than the second sinking amount threshold. If yes, proceed to S830; otherwise, proceed to S815 to enter the next control cycle.

[0208] The second sinking threshold can be calibrated experimentally, and the second sinking threshold is greater than the first sinking threshold. Therefore, when the sinking of the wheel is greater than the second sinking threshold, it indicates that the vehicle is currently at risk of getting stuck, and that wheel is the risk wheel. Therefore, it is necessary to trigger extrication operations such as limiting torque.

[0209] S830: Determine the corresponding maximum slip ratio based on the amount of wheel sinking.

[0210] For details on determining the maximum slip ratio, please refer to the corresponding embodiments mentioned above, which will not be repeated here.

[0211] S835: Determine whether the current slip ratio of the wheel is greater than the corresponding maximum slip ratio. If yes, proceed to S840; otherwise, proceed to S825.

[0212] S840: Adjust the torque of the wheel according to the maximum slip ratio of the wheel, or activate the vehicle's BTC function so that the current slip ratio of the wheel is less than the corresponding maximum slip ratio.

[0213] S845: Determine if the vehicle has a target axle with no risk wheels. If yes, proceed to S850; otherwise, proceed to S855.

[0214] S850: Transfers the drive torque from the axle containing the risk wheel to the target axle.

[0215] S855: Limit torque on each risk wheel, or activate the BTC function, or activate the vehicle's off-road function.

[0216] This completes one control cycle of the wheel getting-out-of-trouble operation.

[0217] Furthermore, embodiments of this application also propose a system for implementing any of the above methods.

[0218] Figure 9 This is a schematic diagram of the architecture of a control system 900 proposed in an embodiment of this application.

[0219] refer to Figure 9 As shown, the control system 900 can be based on relevant vehicle-mounted hardware, and the control system 900 includes: The environmental sensing device 910 can acquire visual and other related sensing signal inputs to obtain information such as the amount of wheel sinking and road surface type.

[0220] The chassis sensing device 920 is used to acquire chassis-related parameters, such as suspension travel, and then to obtain the amount of wheel sinkage.

[0221] The vehicle controller 930 is used to execute any of the methods proposed in the embodiments of this application based on the information input by the environmental sensing device 910 and / or chassis sensing device 920, so as to realize tire pressure adjustment of the wheels or further realize the function of vehicle getting out of trouble.

[0222] The human-machine interface device 940 is used to present at least one of the following information to the user: real-time information collected by the control system 900, risk information of getting stuck, or control results for each wheel, so that the user can cooperate with the control system 900 to achieve the corresponding functions.

[0223] Furthermore, embodiments of this application also provide a control device for implementing any of the above methods, the device including a unit (or means) for implementing any of the above methods.

[0224] Figure 10 This is a schematic block diagram of a control device 1000 provided in an embodiment of this application.

[0225] In some possible embodiments, the control device 1000 may be Figure 9 The vehicle controller 930 in the system.

[0226] refer to Figure 10 As shown, the control device 1000 includes: The acquisition unit 1010 is used to acquire the first amount of sinking of the vehicle's wheels into the ground surface; The execution unit 1020 is used to adjust the tire pressure of the wheel according to the first sinking amount.

[0227] In some possible embodiments, assuming the vehicle is traveling on a first road surface, the control device 1000 further includes: The determining unit 1030 is used to determine the road surface type of the first road surface, and there is a corresponding relationship between the road surface type and the recommended tire pressure; The execution unit 1020 is specifically used to adjust the tire pressure of the wheel according to the recommended tire pressure corresponding to the first sinking amount and the road surface type of the first road surface.

[0228] In some possible embodiments, there is an inverse monotonic relationship between the adjusted wheel tire pressure and the first sinking amount, and the adjusted wheel tire pressure is greater than or equal to the recommended tire pressure.

[0229] In some possible embodiments, when the tire pressure of a wheel is equal to the recommended tire pressure, the tire pressure of the wheel is greater than or equal to a first tire pressure threshold; wherein the first tire pressure threshold is related to the wheel's bead dislodgement.

[0230] In some possible embodiments, when the tire pressure of the wheel is equal to the recommended tire pressure, the ground pressure of the wheel is less than or equal to the critical soil pressure of the first road surface, provided that the tire pressure of the wheel is greater than or equal to the first tire pressure threshold.

[0231] In some possible embodiments, the acquisition unit 1010 is specifically used to: acquire first sensing data about the wheel; determine the rolling radius of the wheel and the approach angle of the wheel relative to the ground surface based on the first sensing data; and determine a second sinking amount based on the rolling radius and the approach angle, the second sinking amount being used to determine the first sinking amount.

[0232] In some possible embodiments, given the first ground clearance of the chassis portion corresponding to the wheel, the acquisition unit 1010 is specifically used to: acquire the first travel of the suspension corresponding to the wheel; determine the second ground clearance of the chassis portion corresponding to the wheel based on the first travel and the first ground clearance; acquire second sensing data about the vehicle chassis, the second sensing data being used to indicate the third ground clearance of the wheel arch; and determine a third subsidence based on the second ground clearance and the third ground clearance, the third subsidence being used to determine the first subsidence.

[0233] In some possible embodiments, when the deviation between the second and third depressions is less than or equal to a deviation threshold, the acquisition unit 1010 is specifically used to: determine the first depression based on the second and / or the third depression.

[0234] In some possible embodiments, the control device 1000 further includes: When the judgment unit 1040 determines that the tire pressure of the wheel is greater than or equal to the second tire pressure threshold, and / or determines that the first stroke is less than or equal to the first stroke threshold, the acquisition unit 1010 acquires the first sinking amount of the vehicle's wheel into the ground.

[0235] In some possible embodiments, when the determination unit 1040 determines that the first sinking amount is greater than or equal to the first sinking amount threshold, the execution unit 1020 adjusts the tire pressure of the wheel according to the first sinking amount.

[0236] In some possible embodiments, the determining unit 1030 is further configured to: determine a first maximum slip ratio of the wheel based on the first slip ratio when the first sinking amount is greater than or equal to a second sinking amount threshold, wherein there is a corresponding relationship between the maximum slip ratio of the wheel and the sinking amount of the wheel, and the second sinking amount threshold is greater than the first sinking amount threshold; the executing unit 1020 is further configured to: adjust the torque applied to the wheel based on the first maximum slip ratio so that the slip ratio of the wheel is less than or equal to the first maximum slip ratio.

[0237] Among them, wheels with a first sinking amount greater than or equal to a second sinking amount threshold can be identified as risk wheels. For detailed operation of limiting the slip rate of risk wheels, please refer to the corresponding embodiment mentioned above.

[0238] In some possible embodiments, assuming the vehicle includes a first wheel and a second wheel, the sinking amount of the first wheel is greater than or equal to a second sinking amount threshold, and the sinking amount of the second wheel is less than the second sinking amount threshold, the execution unit 1020 is further configured to: increase the driving torque applied to the second wheel.

[0239] Among them, the wheel whose first sinking amount is less than the second sinking amount threshold can be identified as a non-risk wheel (such as the second wheel mentioned above). For details on the operation of transferring the driving torque to the non-risk wheel, please refer to the corresponding embodiment mentioned above.

[0240] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to memory, which stores instructions. The processor calls the instructions stored in memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functions of some or all units can be implemented through the design of the hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all units are implemented through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files, thereby implementing the functions of some or all units. All units of the above devices can be implemented entirely through processor calling software, or entirely through hardware circuits, or partially through processor calling software with the remaining parts implemented through hardware circuits. In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.

[0241] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms. Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a System-on-a-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and AI processor, CPU and GPU, etc.

[0242] This application provides yet another control device, which includes a processor and a memory, wherein the processor and the memory are connected together, wherein the memory is used to store program code, and the processor is used to call the program code to execute any of the control methods proposed in this application.

[0243] This application also provides a vehicle, which may include any of the control circuits or control units proposed in this application.

[0244] This application also provides a program product (also known as a computer program product) that, when the program runs on a device, causes the device to execute the control method described above.

[0245] This application also provides a readable storage medium (also called a computer-readable storage medium) that stores a program, which, when executed by a processor, causes the processor to perform the control method described above.

[0246] This application also provides a chip, which includes a circuit for executing the control method described in the above embodiments.

[0247] In some possible embodiments, the chip described above can be a DSP chip.

[0248] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented 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 this application.

[0249] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0250] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0251] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0252] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0253] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application.

[0254] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method, characterized in that, The control method includes: Obtain the initial depth of the vehicle's wheels sinking into the ground; Adjust the tire pressure of the wheel according to the first amount of sinking.

2. The control method according to claim 1, characterized in that, The vehicle travels on the first road surface, and the control method further includes: The road surface type of the first road surface is determined, and there is a corresponding relationship between the road surface type and the recommended tire pressure; Adjust the tire pressure of the wheels according to the recommended tire pressure corresponding to the first sinking amount and the road surface type of the first road surface.

3. The control method according to claim 2, characterized in that, There is an inverse monotonic relationship between the adjusted tire pressure of the wheel and the first sinking amount, and the adjusted tire pressure of the wheel is greater than or equal to the recommended tire pressure.

4. The control method according to claim 2 or 3, characterized in that, When the tire pressure of the wheel is equal to the recommended tire pressure, the tire pressure of the wheel is greater than or equal to a first tire pressure threshold, wherein the first tire pressure threshold is related to the wheel's bead dislodgement.

5. The control method according to claim 4, characterized in that, When the tire pressure of the wheel is equal to the recommended tire pressure, and provided that the tire pressure of the wheel is greater than or equal to the first tire pressure threshold, the ground pressure of the wheel is less than or equal to the critical soil pressure of the first road surface.

6. The control method according to any one of claims 1 to 5, characterized in that, The acquisition of the first depth of the vehicle's wheels sinking into the ground includes: Acquire first sensing data about the wheel; Based on the first sensing data, determine the rolling radius of the wheel and the approach angle of the wheel relative to the ground surface; A second depression is determined based on the rolling radius and the entry angle, and the second depression is used to determine the first depression.

7. The control method according to claim 6, characterized in that, The acquisition of the first depth of the vehicle's wheels sinking into the ground includes: Obtain the first travel of the suspension corresponding to the wheel; Based on the first travel distance and the first ground clearance of the chassis portion corresponding to the wheel, determine the second ground clearance of the chassis portion corresponding to the wheel; Acquire second sensing data about the vehicle chassis, the second sensing data being used to indicate a third ground clearance of the wheel arches; A third subsidence amount is determined based on the second ground clearance and the third ground clearance, and the third subsidence amount is used to determine the first subsidence amount.

8. The control method according to claim 7, characterized in that, The deviation between the second and third subsidence amounts is less than or equal to a deviation threshold, wherein obtaining the first subsidence amount of the vehicle's wheels sinking into the ground includes: The first depression amount is determined based on the second depression amount and / or the third depression amount.

9. The control method according to claim 7 or 8, characterized in that, Before acquiring the first depth of the vehicle's wheels sinking into the ground, the control method further includes: Determine that the tire pressure of the wheel is greater than or equal to a second tire pressure threshold; and / or, Determine that the first travel distance is less than or equal to the first travel distance threshold.

10. The control method according to any one of claims 1 to 9, characterized in that, Before adjusting the tire pressure of the wheel according to the first sinking amount, the control method further includes: It is determined that the first depression amount is greater than or equal to the first depression amount threshold.

11. The control method according to claim 10, characterized in that, The control method further includes: When the first sinking amount is greater than or equal to the second sinking amount threshold, the first maximum slip ratio of the wheel is determined based on the first sinking amount. There is a corresponding relationship between the first maximum slip ratio and the first sinking amount. The second sinking amount threshold is greater than the first sinking amount threshold. The torque applied to the wheel is adjusted according to the first maximum slip ratio so that the slip ratio of the wheel is less than or equal to the first maximum slip ratio.

12. The control method according to claim 11, characterized in that, The vehicle includes a first wheel and a second wheel, wherein the sinking amount of the first wheel is greater than or equal to a second sinking amount threshold, and the sinking amount of the second wheel is less than the second sinking amount threshold. The control method further includes: Increase the driving torque applied to the second wheel.

13. A control device, characterized in that, The control device includes: The acquisition unit is used to acquire the initial depth of the vehicle's wheels sinking into the ground. An execution unit is used to adjust the tire pressure of the wheel according to the first sinking amount.

14. The control device according to claim 13, characterized in that, The vehicle travels on the first road surface, and the control device further includes: A determining unit is used to determine the road surface type of the first road surface, wherein there is a corresponding relationship between the road surface type and the recommended tire pressure; The execution unit is specifically used to adjust the tire pressure of the wheel according to the recommended tire pressure corresponding to the first sinking amount and the road surface type of the first road surface.

15. The control device according to claim 14, characterized in that, There is an inverse monotonic relationship between the adjusted tire pressure of the wheel and the first sinking amount, and the adjusted tire pressure of the wheel is greater than or equal to the recommended tire pressure.

16. The control device according to claim 13 or 14, characterized in that, When the tire pressure of the wheel is equal to the recommended tire pressure, the tire pressure of the wheel is greater than or equal to a first tire pressure threshold, wherein the first tire pressure threshold is related to the wheel's bead dislodgement.

17. The control device according to claim 16, characterized in that, When the tire pressure of the wheel is equal to the recommended tire pressure, and provided that the tire pressure of the wheel is greater than or equal to the first tire pressure threshold, the ground pressure of the wheel is less than or equal to the critical soil pressure of the first road surface.

18. The control device according to any one of claims 14 to 17, characterized in that, The acquisition unit is specifically used for: Acquire first sensing data about the wheel; Based on the first sensing data, determine the rolling radius of the wheel and the approach angle of the wheel relative to the ground surface; A second depression is determined based on the rolling radius and the entry angle, and the second depression is used to determine the first depression.

19. The control device according to claim 18, characterized in that, Given the first ground clearance of the chassis portion corresponding to the wheel, the acquisition unit is specifically used for: Obtain the first travel of the suspension corresponding to the wheel; Based on the first travel distance and the first ground clearance, determine the second ground clearance of the chassis portion corresponding to the wheel; Acquire second sensing data about the vehicle chassis, the second sensing data being used to indicate a third ground clearance of the wheel arches; A third subsidence amount is determined based on the second ground clearance and the third ground clearance, and the third subsidence amount is used to determine the first subsidence amount.

20. The control device according to claim 19, characterized in that, The deviation between the second depression and the third depression is less than or equal to a deviation threshold, and the acquisition unit is specifically used for: The first depression amount is determined based on the second depression amount and / or the third depression amount.

21. The control device according to claim 19 or 20, characterized in that, The control device further includes: The determination unit determines that the tire pressure of the wheel is greater than or equal to a second tire pressure threshold, and / or determines that the first travel is less than or equal to a first travel threshold, and the acquisition unit acquires the first sinking amount of the vehicle's wheel into the ground surface.

22. The control device according to claim 21, characterized in that, If the determination unit determines that the first sinking amount is greater than or equal to the first sinking amount threshold, the execution unit adjusts the tire pressure of the wheel according to the first sinking amount.

23. The control device according to claim 22, characterized in that, The determining unit is further configured to: when the first sinking amount is greater than or equal to the second sinking amount threshold, determine the first maximum slip ratio of the wheel based on the first sinking amount, wherein there is a corresponding relationship between the first maximum slip ratio and the first sinking amount, and the second sinking amount threshold is greater than the first sinking amount threshold; The execution unit is further configured to: adjust the torque applied to the wheel according to the first maximum slip ratio, so that the slip ratio of the wheel is less than or equal to the first maximum slip ratio.

24. The control device according to claim 23, characterized in that, The vehicle includes a first wheel and a second wheel, wherein the sinking amount of the first wheel is greater than or equal to a second sinking amount threshold, and the sinking amount of the second wheel is less than the second sinking amount threshold. The execution unit is further configured to: Increase the driving torque applied to the second wheel.

25. A control device, characterized in that, At least one processor coupled to at least one memory, the at least one processor being configured to execute a computer program or instructions stored in the at least one memory to cause the device to perform the control method as described in any one of claims 1 to 12.

26. A vehicle, characterized in that, Includes the control device as described in any one of claims 13 to 25.

27. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by a processor, cause the processor to implement the method as described in any one of claims 1 to 12.

28. A computer program product, characterized in that, It includes instructions that, when executed by a processor, cause the method as described in any one of claims 1 to 12 to be performed.

29. A chip, characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1 to 12.

Images