Escaping control method, electronic device, vehicle and storage medium

Abstract

The application discloses a method for controlling a vehicle to escape from a stuck situation, an electronic device, a vehicle and a storage medium. The method comprises: controlling the vehicle to perform an escape action based on a driving state of the vehicle, the escape action comprising swinging and then straightening the front wheels and the rear wheels of the vehicle; and controlling the motor of the vehicle to output a first preset torque after the escape action is performed. In this way, the contact area of the front wheels and the rear wheels with the road surface can be effectively increased by swinging the front wheels and the rear wheels together, so that the adhesion of the road surface can be efficiently utilized to assist the vehicle to realize autonomous escape from the stuck situation, and the escape performance of the vehicle in an intelligent driving working condition is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, specifically relating to an escape control method, electronic device, vehicle, and computer-readable storage medium. Background Technology

[0002] When a vehicle is traveling on sandy, muddy, or snowy surfaces, the poor adhesion makes it difficult for the wheels to gain effective traction, leading to slippage and spinning. This results in the vehicle's power being underutilized, causing low speeds and difficulty in accelerating, ultimately resulting in the vehicle being stuck and severely impacting the user's daily use.

[0003] However, existing traction control schemes automatically select the optimal rear wheel angle through the vehicle's rear-wheel steering system and control the rear wheels to precisely respond to and maintain that steering angle. This places high demands on the control precision of the rear-wheel steering system, and the execution method of this traction control scheme is singular, making it difficult to flexibly adjust the traction strategy according to different traction scenarios and adapt to diverse traction situations. Summary of the Invention

[0004] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes an escape control method, electronic device, vehicle, and computer-readable storage medium. By swinging the front and rear wheels together, the contact area between the front and rear wheels and the road surface can be effectively increased to adapt to various trapped scenarios, thereby efficiently utilizing the road surface adhesion to assist the vehicle in achieving autonomous escape and improving the vehicle's escape performance under intelligent driving conditions.

[0005] In a first aspect, this application provides an escape control method, the method comprising: Based on the vehicle's driving status, the vehicle is controlled to perform an escape maneuver, which includes the front and rear wheels of the vehicle swinging and then straightening. After completing the extrication action, the vehicle's motor is controlled to output a first preset torque.

[0006] Secondly, this application provides an electronic device, which includes a memory, a processor, and a display; the memory stores a computer program, and the processor executes the above-mentioned escape control method by calling the computer program stored in the memory; the display is used to display a graphical user interface.

[0007] Thirdly, this application provides a vehicle including wheels, a motor, and the aforementioned electronic devices, wherein the motor is used to drive the wheels to rotate, and the wheels include front wheels and rear wheels.

[0008] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned escape control method.

[0009] The traction control method, electronic device, vehicle, and computer-readable storage medium provided in this application control the vehicle to perform traction-avoidance actions when needed, based on the vehicle's driving state. These actions include the front and rear wheels swinging and then returning to center. In various scenarios, such as a single wheel or multiple wheels being stuck, the traction-avoidance actions are triggered actively or manually. The combined swinging of the front and rear wheels effectively increases the contact area between the front and rear wheels and the road surface, efficiently utilizing road adhesion to assist the vehicle in autonomous traction and enhancing the overall vehicle's traction capabilities. Furthermore, the swinging and returning of the front and rear wheels ensures that the vehicle's driving direction aligns with the user's driving intention. Figure 1 This is to avoid having to adjust the driving direction later.

[0010] After completing the traction maneuver, the vehicle's motor outputs a preset torque to smoothly assist the vehicle in overcoming the obstacle. This reduces control complexity, adapts to diverse entrapment scenarios, and improves the vehicle's traction performance under intelligent driving conditions.

[0011] Additional aspects and advantages of embodiments of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of embodiments of this application. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein: Figure 1 These are application scenario diagrams of the escape control method provided by some embodiments of this application; Figure 2 This is a first flowchart illustrating the escape control method provided in some embodiments of this application; Figure 3 This is a schematic diagram of the second process of the escape control method provided in some embodiments of this application; Figure 4 This is a schematic diagram of the third process of the escape control method provided in some embodiments of this application; Figure 5 This is a graphical user interface diagram showing some embodiments of the escape control method provided in this application; Figure 6 This is a schematic diagram of the oscillation of each wheel in the traction control method provided in some embodiments of this application; Figure 7 This is a schematic diagram of the fourth process of the escape control method provided in some embodiments of this application; Figure 8 This is a schematic diagram of the third process of the escape control method provided in some embodiments of this application; Figure 9 This is a schematic diagram of the structure of the escape control device provided in some embodiments of this application; Figure 10 These are schematic diagrams of the electronic devices provided in some embodiments of this application; Figure 11 These are schematic diagrams of the vehicle structure provided in some embodiments of this application. Detailed Implementation

[0013] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0014] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0015] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joint" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a mechanical connection or an electrical connection. They can refer to a direct connection or an indirect connection through an intermediate medium, and they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0016] Please see Figure 1 , Figure 1This is an application scenario diagram of an obstacle avoidance control method provided in an embodiment of this application. The application scenario provided in this application includes a vehicle 100, which includes wheels 10, a motor 20, a data acquisition device 30, and a control device 40. The obstacle avoidance control method provided in this application can be executed by the control device 40.

[0017] The wheels 10 are supporting components for the vehicle 100 when parked and in motion. The wheels 10 bear the weight of the entire vehicle, transmit the driving, braking, and steering forces of the vehicle to the road surface, and receive the reaction forces from the road surface to ensure the normal operation of the vehicle 100. The wheels 10 include front wheels and rear wheels. Optionally, the vehicle 100 includes four wheels 10, with the front wheels including the left front wheel and the right front wheel, and the rear wheels including the left rear wheel and the right rear wheel. The vehicle 100 may also include other numbers of wheels 10, which are not limited here.

[0018] The motor 20 is a power output component used to convert electrical energy into mechanical energy and output torque to the wheels 10. The motor 20 may include a drive motor and a steering motor. The drive motor outputs torque to drive the wheels 10 to rotate, thereby enabling the vehicle 100 to move forward, backward, and adjust its speed; the steering motor outputs torque to control the deflection angle of the wheels 10 to complete the steering action.

[0019] Optionally, the motor 20 may include two drive motors that independently control the rotation of the front wheels and the rotation of the rear wheels, and two steering motors that independently control the steering of the front wheels and the steering of the rear wheels. The vehicle 100 may include four wheels 10, each wheel 10 being equipped with a corresponding drive motor and a steering motor. The motor 20 may include, but is not limited to, permanent magnet synchronous motors, asynchronous induction motors, brushless DC motors, switched reluctance motors, etc., and the embodiments of this application do not limit this.

[0020] Optionally, the vehicle 100 also includes a power transmission mechanism 50. The power transmission mechanism connects the wheels 10 and the motor 20 respectively, transmitting power to ensure that changes in the wheels 10 conform to the control of the motor 20. The same motor 20 can simultaneously drive the wheels 10 to rotate and adjust the deflection angle of the wheels 10 through the power transmission mechanism 50, thereby saving usable space in the vehicle 100 and reducing overall vehicle cost. Optionally, the vehicle 100 includes a steering wheel and a rear-wheel steering mechanism; the steering wheel controls the direction and angle of the front wheel sway; the rear-wheel steering mechanism controls the direction and angle of the rear wheel sway.

[0021] The data acquisition device 30 is used to acquire the real-time status information of the vehicle 100 and transmit it to the control device 40, providing accurate data for the overall vehicle operating condition. The data acquisition device 30 includes sensing devices for collecting various data such as the vehicle status and driving environment. For example, a vehicle speed sensor is used to collect the vehicle speed; wheel speed sensors are used to collect the wheel speeds of each wheel 10; a steering angle sensor is used to detect the deflection angle of each wheel 10; a motor torque sensor is used to detect the output torque of the motor 20; and an inertial measurement unit (IMU) is used to detect the longitudinal acceleration of the vehicle 100 in real time. Cameras, millimeter-wave radar, and other data acquisition devices are used to collect information about the road surface and transmit it to the control device 40, enabling the control device 40 to accurately identify the road surface.

[0022] The control device 40 is a data processing device. It coordinates all onboard components, receives data on the vehicle's operating status and collected by the data acquisition device 30, and issues control commands to ensure the coordinated and stable operation of the entire vehicle. The control device 40 provides a graphical user interface (GUI) that can generate corresponding control commands in response to user actions on the GUI to meet user needs (such as switching display screens or playing music).

[0023] Optionally, the control device 40 may include, but is not limited to, a system on a chip (SoC), a micro controller unit (MCU), a digital signal processor (DSP), etc., and the embodiments of this application do not limit this.

[0024] Based on the above description of the relevant scenarios, this application provides an escape control method, which will be described in detail below: Please see Figure 2 The escape control method provided in this application embodiment is implemented by steps 011 and 012, which are described in detail below.

[0025] Step 011: Based on the vehicle's driving status, control the vehicle to perform an escape maneuver, which includes the front and rear wheels of the vehicle swinging and then straightening. Step 012: After completing the escape action, control the vehicle's motor to output the first preset torque.

[0026] The "getting out of trouble" action is a pre-set action to help the vehicle escape a stuck state (characterized by low speed, wheel slippage, and poor acceleration). The first preset torque is a default value set based on the vehicle's overall structure and / or road surface type.

[0027] Specifically, based on the vehicle's driving status, the system controls the vehicle to perform traction maneuvers when needed, including the front and rear wheels swinging and then returning to center. In various scenarios, such as a single wheel or multiple wheels being stuck, the system can be actively or manually triggered to perform these traction maneuvers. The combined swinging of the front and rear wheels effectively increases the contact area between the front and rear wheels and the road surface, efficiently utilizing road traction to assist the vehicle in autonomously escaping trouble and enhancing its overall traction capabilities. Furthermore, the return of the front and rear wheels to center after swinging ensures that the vehicle's direction of travel aligns with the user's intended direction. Figure 1 This avoids the need for subsequent adjustments to the driving direction. Optionally, you can control only the front wheels to return to center after swinging, or only the rear wheels to return to center after swinging.

[0028] After confirming the successful completion of the traction maneuver, the control motor outputs a pre-set torque to drive the wheels, ensuring the vehicle gains sufficient traction to smoothly deliver power and assist in extricating itself from the predicament, thus improving overall vehicle stability. This approach reduces control complexity while adapting to diverse entrapment scenarios and enhancing the vehicle's traction performance.

[0029] In one alternative embodiment, please refer to Figure 3 The escape control method also includes step 013, and step 011 includes step 0111, which will be explained in detail below.

[0030] Step 013: Determine the vehicle's driving status based on the vehicle's status information; Among these, the status information refers to parameters characterizing the specific operating conditions of the vehicle. Optionally, the vehicle status information includes vehicle speed, longitudinal acceleration, and the slip ratio of each wheel. Vehicle speed can be detected in real time by a vehicle speed sensor in the data acquisition device; longitudinal acceleration can be acquired in real time by an IMU; and wheel slip ratio characterizes the degree of wheel slippage, with a higher slip ratio indicating more severe wheel slippage.

[0031] The slip ratio of a wheel can be calculated from its wheel speed and the vehicle speed. The wheel speed can be detected in real time by a corresponding wheel speed sensor. The wheel speed needs to be converted to a form with the same units as the vehicle speed to ensure a consistent dimension. For example, the wheel's rotational speed per minute can be converted to kilometers per hour by combining parameters such as the wheel's outer diameter and circumference. The absolute value of the difference between the wheel speed and the vehicle speed, multiplied by 100%, gives the slip ratio of that wheel.

[0032] For example, in a vehicle with four wheels (left front wheel, right front wheel, left rear wheel, and right rear wheel), the slip ratio of the left front wheel is FL_Slip = {abs(left front wheel speed - vehicle speed) / wheel speed} * 100%; the slip ratio of the right front wheel is FR_Slip = {abs(right front wheel speed - vehicle speed) / wheel speed} * 100%; the slip ratio of the left rear wheel is RL_Slip = {abs(left rear wheel speed - vehicle speed) / wheel speed} * 100%; and the slip ratio of the right rear wheel is RR_Slip = {abs(right rear wheel speed - vehicle speed) / wheel speed} * 100%; where the abs() function represents taking the absolute value.

[0033] The vehicle's driving status includes normal driving status and stuck status. Normal driving status indicates that the vehicle has no obvious slippage and normal acceleration performance. Stuck status indicates that the vehicle is driving at low speed, the wheels are slipping and the acceleration is poor; the vehicle is also stuck when it is spinning in place and the speed is zero.

[0034] Specifically, the vehicle data acquisition device can collect real-time status information such as vehicle speed, wheel speed, and longitudinal acceleration. By comparing the real-time collected and calculated data with the corresponding preset thresholds, it can quickly and accurately determine whether the vehicle is in a normal driving state or stuck, thus improving the response efficiency for getting out of trouble.

[0035] In one alternative embodiment, please continue to refer to Figure 3 Step 013 includes: Step 0131: If the vehicle speed is less than the first preset vehicle speed threshold, the longitudinal acceleration is less than the first acceleration threshold, the slip rate of each wheel is greater than the preset slip rate threshold, and this condition persists for a preset duration, then the vehicle is determined to be in a stuck state.

[0036] The first preset vehicle speed threshold, the first acceleration threshold, and the preset slip ratio threshold are all default values ​​set based on experience. The preset duration is either a default duration set based on experience or a user-defined duration.

[0037] Specifically, the vehicle's status information includes vehicle speed, longitudinal acceleration, and the slip ratio of each wheel. A vehicle speed less than a first preset speed threshold indicates that the vehicle is moving slowly; a longitudinal acceleration less than a first acceleration threshold indicates that the vehicle has poor acceleration capability; and the slip ratio of each wheel is greater than a preset slip ratio threshold, indicating that each wheel is in a state of significant spinning and slipping.

[0038] The above situation may occur due to temporary fluctuations in road conditions. Therefore, by judging the duration and the preset duration, false alarms such as temporary bumps and brief slippage can be ruled out. In this way, by comprehensively judging the multi-dimensional status information, it is possible to accurately identify whether the vehicle is stuck.

[0039] Optionally, the vehicle is determined to be in a normal driving state when the vehicle speed is greater than or equal to a first preset vehicle speed threshold, or the longitudinal acceleration is greater than or equal to a first acceleration threshold, or the slip ratio of any wheel is less than or equal to a preset slip ratio threshold. The vehicle is also determined to be in a normal driving state when the vehicle speed is less than the first preset vehicle speed threshold, the longitudinal acceleration is less than the first acceleration threshold, and the slip ratio of each wheel is greater than the preset slip ratio threshold, but this does not continue for a preset duration.

[0040] Step 0111: When the vehicle is stuck, control the vehicle to perform an extrication maneuver.

[0041] Specifically, in normal driving mode, once the vehicle is determined to be stuck, it will not automatically perform the escape action. Instead, the user needs to manually trigger it to perform the escape action, thereby avoiding accidental triggering of the escape action and the driving risks that may result from such accidental triggering, and ensuring the user's driving control and safety.

[0042] In intelligent driving mode, once the vehicle is identified as being stuck, it automatically triggers an escape maneuver. This eliminates the need for manual intervention, automatically adapting to different driving scenarios, improving the timeliness and intelligence of escaping from difficult road conditions, enhancing the overall vehicle's traction performance in intelligent mode, and ultimately improving the user experience.

[0043] In one alternative embodiment, please refer to Figure 4 Step 0111 includes: Step 01111: When the vehicle is stuck, display the get-out controls in the graphical user interface; Step 01112: In response to the triggering operation of the traction control, control the vehicle to perform the traction action.

[0044] The escape control is a function button used to trigger an escape action. The triggering operation is performed by the user using a medium such as a finger, stylus, or keyboard.

[0045] Specifically, such as Figure 5 As shown, when a vehicle is determined to be stuck, a get-out control will pop up in a fixed position in the graphical interface (e.g., in the form of highlighting or flashing to attract the user's attention), promptly reminding the user that the vehicle is stuck. This allows the user to quickly click the get-out control to initiate the get-out action, improving the overall ease of operation.

[0046] Alternatively, please continue reading Figure 5The system displays not only the obstacle avoidance controls on the graphical user interface, but also a virtual vehicle model, vehicle speed, and road surface type. The virtual vehicle model synchronously replicates the steering and wheel posture of the real vehicle, allowing users to intuitively grasp the vehicle's driving posture and wheel condition, thus enhancing the user experience. Vehicle speed is collected in real-time by a speed sensor. Road surface type (such as sand, mud, snow, etc.) is determined by fusion data from multiple sensors (such as cameras and LiDAR) in the data acquisition device, including road surface images. This allows users to quickly grasp the overall vehicle condition and improves the convenience of human-vehicle interaction.

[0047] Optionally, when the vehicle is in normal driving condition, the traction control is hidden. When the vehicle is obstructed, the wheels slip, or the user anticipates that the vehicle is about to get stuck, the user can actively find and trigger the traction control through the graphical user interface to initiate traction control actions in advance to adjust the vehicle's driving posture and get rid of driving obstacles in advance, thereby improving the vehicle's flexibility in complex road conditions.

[0048] In one alternative embodiment, please refer to Figure 7 Step 011 includes: Step 0112: Control the front wheels of the vehicle to swing left and right to the first target angle and then return to center, and control the rear wheels of the vehicle to swing left and right to the second target angle and then return to center.

[0049] The first and second target angles are both preset angles determined based on the road surface on which the vehicle is traveling. These preset angles are negatively correlated with the road surface adhesion coefficient. The type of road surface on which the vehicle is traveling can be determined by collecting data (such as road surface images) from multiple sensors (such as cameras and lidar) in the fusion acquisition device.

[0050] Optionally, the first target angle and the second target angle are in a preset proportional relationship. The preset proportional relationship is a value set based on experience and vehicle structure, such as a preset proportional relationship of 1 or other values ​​within a reasonable range.

[0051] Specifically, such as Figure 6 As shown, by controlling the vehicle's front wheels to swing to the left by a first target angle, then to the right by a first target angle, and finally controlling the front wheels to return to center, the vehicle's rear wheels are simultaneously controlled to swing to the left by a second target angle (at...). Figure 6 After reaching the first target angle, swing the wheel to the right to the second target angle, and finally control the rear wheels to return to center. This changes the contact point of the wheels, increasing the contact area with the solid ground, thereby generating a greater counterforce to get out of trouble.

[0052] However, different road surfaces have different coefficients of friction; the lower the coefficient of friction, the slipperier the surface. Therefore, for surfaces with a low coefficient of friction, the swaying angle needs to be increased to maximize the wheel's contact patch and increase the grip provided by the road surface. For surfaces with a high coefficient of friction, a smaller swaying angle is sufficient to gain leverage and get out of trouble; using an excessively large swaying angle can easily cause the vehicle to sway and increase bumps. Therefore, setting a preset angle that is negatively correlated with the coefficient of friction for different road surfaces can improve the vehicle's applicability to various road surfaces when getting out of trouble.

[0053] Optionally, the first target angle of left and right swaying of the front wheels can be controlled by controlling the rotation of the steering wheel, or the first target angle of left and right swaying of the front wheels can be directly controlled by the motor corresponding to the front wheels; similarly, the second target angle of left and right swaying of the rear wheels can be controlled by controlling the rear steering mechanism, or the second target angle of left and right swaying of the rear wheels can be directly controlled by the motor corresponding to the rear wheels. The preset angles include multiple preset angles corresponding to the first target angle and multiple preset angles corresponding to the second target angle. For example, in snow, the angle for controlling the left and right swaying of the front wheels is the first target angle 1, and the angle for controlling the left and right swaying of the rear wheels is the second target angle 1; in mud, the angle for controlling the left and right swaying of the front wheels is the first target angle 2, and the angle for controlling the left and right swaying of the rear wheels is the second target angle 2; in sand, the angle for controlling the left and right swaying of the front wheels is the first target angle 3, and the angle for controlling the left and right swaying of the rear wheels is the second target angle 3. Since the road adhesion coefficients of snow, mud, and sand decrease sequentially, the first target angle 3 > the first target angle 2 > the first target angle 1, and the second target angle 3 > the second target angle 2 > the second target angle 1.

[0054] In an optional embodiment, step 0112 includes: Step 01121: Control the front and rear wheels of the vehicle to swing left and right synchronously at the target frequency and target angle, and then return to center.

[0055] The target frequency is a preset frequency determined based on the road surface, and this preset frequency is negatively correlated with the road surface adhesion coefficient. The target angle is a preset angle determined based on the road surface where the vehicle is traveling.

[0056] Specifically, such as Figure 6As shown, controlling the front and rear wheels to swing synchronously, with the same direction and angle, ensures consistent wheel movement and balanced force distribution, preventing excessive body tilt that could negatively impact the ride experience. For surfaces with a high coefficient of friction, low-frequency left-right swaying is sufficient to ensure the wheels firmly press against the ground, enhancing traction. For surfaces with low traction, high-frequency left-right swaying is necessary to quickly and frequently switch force application points, increasing the contact area between the wheels and the road surface and improving the utilization of road adhesion. Thus, controlling the front and rear wheel swaying at corresponding preset frequencies for different road conditions allows for adaptation to varying road conditions, improving the vehicle's adaptability for traction maneuvers.

[0057] Optionally, during the process of controlling the front and rear wheels of the vehicle to swing left and right at a target frequency and target angle, the swing angles of the front and rear wheels can be kept synchronized without being limited. Alternatively, the same target frequency and target angle can be set for different road surfaces. All of these methods can increase the contact area between the wheels and the ground, improving road adhesion and assisting the vehicle in getting out of trouble.

[0058] In one alternative embodiment, please refer to Figure 7 Step 0112 includes: Step 01122: Control the front and rear wheels of the vehicle to swing left and right cyclically to the target angle; Step 01123: After controlling the front and rear wheels of the vehicle to swing left and right at the target angle for a preset number of cycles, control the front and rear wheels to return to center.

[0059] The target angles include a first target angle for the front wheels and a second target angle for the rear wheels. The preset number of cycles is a value set based on experience. Optionally, different road surface types correspond to different preset number of cycles.

[0060] Specifically, by controlling the front and rear wheels of the vehicle to cyclically swing left and right at corresponding target angles, the contact points of the wheels can be repeatedly adjusted, gradually clearing away obstacles such as mud, sand, and snow, which helps to find solid ground contact points. Limiting the number of cyclic swings prevents excessive wheel spinning caused by continuous swinging, thus avoiding excessive energy consumption. Returning the wheels to center after completing the preset number of left and right swings helps to quickly restore a normal straight-line driving posture, ensuring the stability of the entire vehicle.

[0061] In one alternative embodiment, please refer to Figure 8 Step 011 includes: Step 0113: Control the front and rear wheels of the vehicle to swing back to center; Step 0114: After the front and rear wheels of the vehicle have swung and returned to center, control the vehicle's motor to output a second preset torque; Step 0115: Obtain the vehicle's longitudinal acceleration; Step 0116: If the longitudinal acceleration is greater than the second acceleration threshold, determine that the escape action has been completed.

[0062] The second preset torque is a value set based on the vehicle structure and / or road surface type, and the second preset torque is less than the first preset torque; the second acceleration threshold is a value set based on experience, and the second acceleration threshold is less than the first acceleration threshold.

[0063] Specifically, the detailed process of step 0113 has already been described in step 0112, and will not be repeated here to avoid repetition. After each wheel is straightened, the control motor outputs a smaller second preset torque for testing. The longitudinal acceleration of the vehicle under the action of the second preset torque is collected in real time by the IMU to determine whether the subsequent output of the first preset torque can get the vehicle out of trouble. If the longitudinal acceleration of the vehicle exceeds the second acceleration threshold, it is determined that the vehicle can successfully get out of trouble, so the control motor switches to a larger first preset torque output to restore normal power output.

[0064] In this way, by using lower torque to smoothly leverage the force and slowly move the vehicle, the probability of ground subsidence and sinking can be reduced. This avoids the wheels spinning at high speed due to higher torque, which would loosen the mud and sand on the road below and cause the wheels to sink further, thereby increasing the chances of driving out of the stuck area and improving the vehicle's ability to get out of trouble.

[0065] In one alternative embodiment, please continue to refer to Figure 8 Step 0113 includes steps 01131 and 01132, and step 011 also includes step 0117, which will be explained in detail below.

[0066] Step 01131: Control the front and rear wheels of the vehicle to swing left and right at the target angle in a cyclical manner at the target frequency; Step 01132: When the number of cycles in which the front and rear wheels of the vehicle swing left and right at the target frequency and target angle reaches the preset number of cycles, control the front and rear wheels to return to center. Step 0117: When the longitudinal acceleration is less than or equal to the second acceleration threshold, increase at least one of the target angle, target frequency, number of cycles, and second preset torque, and re-enter the step of controlling the front and rear wheels of the vehicle to swing left and right at the target frequency and target angle.

[0067] The target angle includes the first target angle corresponding to the front wheel and the second target angle corresponding to the rear wheel.

[0068] Specifically, after the wheels return to center, the control motor outputs a smaller second preset torque for testing. If the vehicle's longitudinal acceleration is less than or equal to the second acceleration threshold, it indicates insufficient traction from the ground, and even a larger first preset torque output cannot extricate the vehicle from the predicament. Therefore, by automatically increasing any one of the following: the target angle of the wheel swaying left and right (the first target angle and / or the second target angle), the target frequency, the preset number of cycles, and / or the second preset torque, the front and rear wheels are re-controlled to sway left and right and return to center, so that the wheels have more contact with the ground, increasing the available road surface traction, and attempting to extricate the vehicle from the predicament again.

[0069] Optionally, the target angle, target frequency, preset number of cycles, and second preset torque are divided into multiple value levels before being set for use in step 0117. Thus, by gradually increasing the target angle, target frequency, preset number of cycles, and / or second preset torque, the vehicle's ability to get out of trouble is improved, ensuring that the vehicle can effectively escape from difficult road conditions.

[0070] In one alternative embodiment, please continue to refer to Figure 8 The escape and control method also includes step 015, which is explained in detail below.

[0071] Step 015: If the number of times the longitudinal acceleration is less than or equal to the second acceleration threshold is greater than the preset number, determine that the escape action has been completed.

[0072] The preset number of attempts is a value set based on experience. For example, the preset number of attempts is 5.

[0073] Specifically, after repeatedly increasing the target swing angle, target frequency, preset cycle count, and / or second preset torque in step 0117, and after attempting to escape the entrapment more than the preset number of times, if the longitudinal acceleration is still not greater than the second acceleration threshold, the entrapment process is automatically determined to have failed, and the entrapment process is terminated to avoid unlimited retrying and to prevent the continuous spinning of the wheels from exacerbating the vehicle's entrapment. Optionally, if automatic entrapment stops in step 015, the user can be prompted to take other entrapment methods, such as manual intervention, through a graphical user interface or on-board components in the form of text, images, or audio.

[0074] In one alternative embodiment, please continue to refer to Figure 8 The escape control method also includes steps 016 and 017, which are explained in detail below.

[0075] Step 016: After controlling the vehicle's motor to output the first preset torque, continuously detect whether the vehicle is stuck. Step 017: When the vehicle is stuck, proceed to the step of controlling the vehicle to perform the action to get out of trouble.

[0076] Specifically, when the longitudinal acceleration exceeds the second acceleration threshold, and the vehicle is confirmed to have completed the traction control maneuvers, environmental changes and other factors may cause the motor to output the first preset torque, yet the vehicle may still be unable to escape the entrapment and remain stuck. In this case, instead of exiting the traction control's corresponding traction process loop, the entire traction control maneuver is executed again to re-attempt the traction escape, eliminating the need for repeated manual triggering by the driver. This allows for timely supplementary traction control maneuvers, improving the success rate of escaping entrapment and making it suitable for complex road conditions where the vehicle repeatedly slips and is difficult to drive out.

[0077] Optionally, after controlling the vehicle's motor to output a first preset torque, if it is detected that the vehicle is no longer stuck, the evacuation action is stopped, and the corresponding execution actions of the evacuation control are deactivated. After confirming that the vehicle has completely escaped the stuck state, by promptly deactivating the functions corresponding to redundant evacuation controls and returning to the normal driving control mode, system resources can be freed up, ensuring smooth normal driving and operation, and reducing unnecessary energy consumption.

[0078] All of the above technical solutions can be combined in any way to form optional embodiments of this application, and will not be described in detail here.

[0079] To facilitate better implementation of the traction control method of this application, this application also provides a traction control device. Please refer to... Figure 9 , Figure 9 This is a schematic diagram of the structure of the escape control device provided in the embodiments of this application. The escape control device 200 includes: The first control module 201 is used to control the vehicle to perform an escape action based on the vehicle's driving status. The escape action includes the front and rear wheels of the vehicle swinging and then straightening. The second control module 202 is used to control the vehicle's motor to output a first preset torque after the escape action is completed.

[0080] Each module or unit in the aforementioned escape control device can be implemented entirely or partially through software, hardware, or a combination thereof. Each unit can be embedded in or independent of the processor in the electronic device in hardware form, or stored in the memory of the electronic device in software form, so that the processor can call and execute the corresponding operations of each unit.

[0081] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor calls the computer program stored in the memory to implement the various processes of the above-described escape control method, and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0082] Optionally, the electronic device also includes a display for showing a graphical user interface.

[0083] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may be a terminal or a server. Figure 10 As shown, the electronic device 300 includes a processor 301 with one or more processing cores, a memory 302 with one or more computer-readable storage media, and a computer program stored in the memory 302 and executable on the processor. The processor 301 and the memory 302 are electrically connected. Those skilled in the art will understand that the electronic device structure shown in the figures does not constitute a limitation on the electronic device, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0084] The processor 301 is the control center of the electronic device 300. It connects various parts of the electronic device 300 through various interfaces and lines. By running or loading software programs and / or modules stored in the memory 302, and calling data stored in the memory 302, it executes various functions of the electronic device 300 and processes data, thereby performing overall processing of the electronic device 300.

[0085] Optional, such as Figure 10 As shown, the electronic device 300 also includes: a display screen 303, a radio frequency circuit 304, an audio circuit 305, an input unit 306, and a power supply 307. The processor 301 is electrically connected to the display screen 303, the radio frequency circuit 304, the audio circuit 305, the input unit 306, and the power supply 307. Those skilled in the art will understand that... Figure 10 The electronic device structure shown does not constitute a limitation on the electronic device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0086] The display screen 303 can be used to display a graphical user interface (GUI) and receive operation commands generated by the user interacting with the GUI. The display screen 303 may include a display panel and a touch panel. The display panel can be used to display information input by the user or information provided to the user, as well as various GUIs of the electronic device. These GUIs can be composed of graphics, text, icons, video, and any combination thereof. The touch panel can be used to collect touch operations performed by the user on or near it (such as operations performed by the user using a finger, stylus, or any suitable object or accessory on or near the touch panel), generate corresponding operation commands, and execute the corresponding program according to the operation commands.

[0087] Optionally, the touch panel may include two parts: a touch detection device and a touch controller. The touch detection device detects the user's touch location and the signal generated by the touch operation, transmitting the signal to the touch controller. The touch controller receives touch information from the touch detection device, converts it into touch point coordinates, and sends it to the processor 301. It can also receive and execute commands from the processor 301. The touch panel may cover the display panel. When the touch panel detects a touch operation on or near it, it transmits the information to the processor 301 to determine the type of touch event. Subsequently, the processor 301 provides corresponding visual output on the display panel based on the type of touch event. In this embodiment, the touch panel and the display panel can be integrated into the display screen 303 to achieve input and output functions. However, in some embodiments, the touch panel and the display screen 303 can be implemented as two independent components to achieve input and output functions. That is, the display screen 303 can also be used as part of the input unit 306 to achieve input functions.

[0088] The radio frequency circuit 304 can be used to transmit and receive radio frequency signals to establish wireless communication with network devices or other electronic devices, and to transmit and receive signals with network devices or other electronic devices.

[0089] Audio circuitry 305 can be used to provide an audio interface between a user and an electronic device via a speaker and a microphone. Audio circuitry 305 can convert received audio data into electrical signals and transmit them to the speaker, where the speaker converts them into sound signals for output. Conversely, the microphone converts collected sound signals into electrical signals, which are then received by audio circuitry 305, converted back into audio data, and then processed by processor 301 before being transmitted via radio frequency circuitry 304 to, for example, another electronic device, or output to memory 302 for further processing. Audio circuitry 305 may also include an earphone jack to provide communication between peripheral headphones and electronic devices.

[0090] The input unit 306 can be used to receive input numbers, characters, or object feature information (such as fingerprints, iris, facial information, etc.), and to generate keyboard, mouse, joystick, optical, or trackball signal inputs related to user settings and function control.

[0091] Power supply 307 is used to supply power to the various components of electronic device 300. Optionally, power supply 307 can be logically connected to processor 301 through a power management system, thereby enabling functions such as charging, discharging, and power consumption management through the power management system. Power supply 307 may also include one or more DC or AC power supplies, recharging systems, power fault detection circuits, power converters or inverters, power status indicators, and other arbitrary components.

[0092] although Figure 10As not shown in the diagram, the electronic device 300 may also include a camera, sensor, wireless fidelity module, Bluetooth module, etc., which will not be described in detail here.

[0093] This application also provides a vehicle; please refer to [link / reference]. Figure 11 , Figure 11 This is a schematic diagram of the electronic device provided in an embodiment of this application. The vehicle 400 includes wheels (410 and 420), a motor 430, and the aforementioned electronic device 300. The motor 430 outputs torque to drive the wheels to rotate, providing power for the vehicle 400 to move. The wheels include front wheels 410 and rear wheels 420. When the electronic device 300 is executed, it implements the various processes of the embodiments of the above-described traction control method to assist the vehicle 400 in escaping trouble and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0094] This application also provides a computer-readable storage medium for storing a computer program. This computer-readable storage medium can be applied to an electronic device, and the computer program causes the electronic device to execute the corresponding processes in the image generation method of the embodiments of this application; for the sake of brevity, these will not be elaborated further here.

[0095] This application also provides a computer program product including computer instructions stored in a computer-readable storage medium. The processor of an electronic device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the electronic device to perform the corresponding processes in the image generation method of this application embodiment. For simplicity, these details will not be elaborated further here.

[0096] It should be understood that the processor in this application may be an integrated circuit chip with signal processing capabilities. In implementation, the steps of the above method embodiments can be completed by integrated logic circuits in the processor's hardware or by instructions in software form. The processor described above can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0097] It is understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDR SDRAM), Enhanced Synchronous DRAM (ESDRAM), Synchlink DRAM (SLDRAM), and Direct Rambus RAM (DR RAM). It should be noted that the memory used in the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0098] 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.

[0099] 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.

[0100] In the embodiments of this application, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0101] 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.

[0102] 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.

[0103] In addition, the functional units in 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.

[0104] If a function is implemented as a software functional unit and sold or used as an independent product, it 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 a 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 an electronic device (which may be a personal computer or a server) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0105] The above are merely specific embodiments 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 method for controlling escape from difficult situations, characterized in that, The method includes: Based on the vehicle's driving status, the vehicle is controlled to perform an escape maneuver, which includes the front and rear wheels of the vehicle swinging and then straightening. After completing the extrication action, the vehicle's motor is controlled to output a first preset torque.

2. The escape control method according to claim 1, characterized in that, Also includes: Based on the vehicle's status information, the vehicle's driving status is determined. The driving status includes normal driving status and stuck status. The stuck status indicates that the vehicle is driving at low speed, the wheels are slipping, and the acceleration ability is poor. The step of controlling the vehicle to perform an extrication action based on the vehicle's driving status includes: When the vehicle is stuck, control the vehicle to perform an escape maneuver.

3. The escape control method according to claim 2, characterized in that, The vehicle is provided with a graphical user interface, and the step of controlling the vehicle to perform extrication actions when the vehicle is stuck includes: When the vehicle is stuck, the graphical user interface displays a get-out control. In response to the triggering operation of the traction control, the vehicle is controlled to perform an traction action.

4. The escape control method according to claim 2, characterized in that, The status information includes vehicle speed, longitudinal acceleration, and slip ratio of each wheel. Determining the vehicle's driving state based on this status information includes: If the vehicle speed is less than a first preset vehicle speed threshold, the longitudinal acceleration is less than a first acceleration threshold, the slip rate of each wheel is greater than a preset slip rate threshold, and this condition persists for a preset duration, then the vehicle is determined to be in a stuck state.

5. The escape control method according to any one of claims 1-4, characterized in that, The control of the vehicle to perform the extrication action includes: The vehicle's front wheels are controlled to swing left and right by a first target angle and then return to center. The vehicle's rear wheels are controlled to swing left and right by a second target angle and then return to center. The first target angle and the second target angle are both preset angles determined based on the road surface on which the vehicle is traveling. The preset angles are negatively correlated with the road surface adhesion coefficient.

6. The escape control method according to claim 5, characterized in that, The first target angle and the second target angle are in a preset proportional relationship.

7. The escape control method according to claim 5 or 6, characterized in that, The control of the vehicle's front and rear wheels to swing left and right to a target angle and then return to center includes: The vehicle's front and rear wheels are controlled to swing left and right synchronously at a target frequency and then return to center. The target frequency is a preset frequency determined based on the road surface, and the preset frequency is negatively correlated with the road surface adhesion coefficient.

8. The escape control method according to claim 5, characterized in that, The control of the vehicle's front and rear wheels to swing left and right to a target angle and then return to center includes: The vehicle's front and rear wheels are controlled to oscillate left and right to a target angle, wherein the target angle includes a first target angle and a second target angle; When the number of cycles in which the front and rear wheels of the vehicle oscillate left and right at the target angle reaches a preset number of cycles, the front and rear wheels are controlled to return to center.

9. The escape control method according to any one of claims 1-4, characterized in that, The control of the vehicle to perform the extrication action includes: The front and rear wheels of the vehicle are controlled to swing and then return to center. After the front and rear wheels of the vehicle are swung and then straightened, the vehicle's motor is controlled to output a second preset torque, wherein the second preset torque is less than the first preset torque; Obtain the longitudinal acceleration of the vehicle; If the longitudinal acceleration is greater than the second acceleration threshold, the escape action is determined to have been completed.

10. The escape control method according to claim 9, characterized in that, The control of the vehicle's front and rear wheels to return to center after swaying includes: The vehicle's front and rear wheels are controlled to oscillate left and right at a target frequency and target angle, wherein the target angle includes a first target angle corresponding to the front wheel and a second target angle corresponding to the rear wheel; When the number of cycles in which the front and rear wheels of the vehicle swing left and right at the target frequency and target angle reaches the preset number of cycles, the front and rear wheels are controlled to return to the center position. The method of controlling the vehicle to perform the extrication action also includes: If the longitudinal acceleration is less than or equal to the second acceleration threshold, increase at least one of the target angle, the target frequency, the number of cycles, and the second preset torque, and re-enter the step of controlling the front and rear wheels of the vehicle to swing left and right at the target frequency and target angle in a cyclic manner.

11. The escape control method according to claim 10, characterized in that, Also includes: If the number of times the longitudinal acceleration is less than or equal to the second acceleration threshold is greater than a preset number, it is determined that the escape action has been completed.

12. The escape control method according to any one of claims 1-4, characterized in that, Also includes: After controlling the vehicle's motor to output a first preset torque, continuously detect whether the vehicle is stuck. When the vehicle is in the trapped state, proceed to the step of controlling the vehicle to perform an extrication action.

13. An electronic device, characterized in that, It includes a memory and a processor; the memory stores a computer program, and the processor executes the escape control method as described in any one of claims 1-12 by calling the computer program stored in the memory.

14. A vehicle, characterized in that, The device includes a wheel, a motor, and the electronic device of claim 13, wherein the motor is used to drive the wheel to rotate, and the wheel includes a front wheel and a rear wheel.

15. A computer-readable storage medium, characterized in that, The device contains a computer program that, when executed by a processor, implements the escape control method as described in any one of claims 1-12.

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