Vehicle control method and vehicle

Abstract

The application provides a vehicle control method and a vehicle; the method comprises the following steps: determining whether the vehicle is trapped based on at least one of vehicle body posture data, idling state data and environment image data of the vehicle; or determining whether the vehicle is trapped based on a user's escape instruction; wherein the vehicle being trapped comprises wheels of the vehicle being trapped in a pit; when the vehicle is trapped, controlling a power system of the vehicle to output a torque to make the vehicle perform multiple forward and backward oscillation movements, so that maximum kinetic energy of the vehicle in a first forward and backward oscillation movement is less than maximum kinetic energy of the vehicle in a second forward and backward oscillation movement until a preset escape condition is met; wherein a time sequence of the first forward and backward oscillation movement is earlier than that of the second forward and backward oscillation movement. Through the application, the escape efficiency of the vehicle can be improved.

Description

Technical Field

[0001] This application relates to vehicle control technology, and more particularly to vehicle control methods and vehicles. Background Technology

[0002] With the increasing popularity of vehicles designed for off-road capability, the phenomenon of vehicles getting stuck in sand, mud, and snow is becoming more frequent. To improve the ability to get out of trouble, related technologies such as driver experience-based operation (e.g., "moving forward and backward" or "swaying the vehicle"), mechanical differential locks, or electronic limited-slip systems have poor results. Summary of the Invention

[0003] This application provides a vehicle control method and a vehicle that can improve the efficiency of vehicle getting out of trouble.

[0004] The technical solution of this application embodiment is implemented as follows: This application provides a vehicle control method, the method comprising: determining whether the vehicle is trapped based on at least one of vehicle body posture data, idling state data, and environmental image data; or determining whether the vehicle is trapped based on a user's escape command; wherein being trapped includes the vehicle's wheels being stuck in a ditch; when the vehicle is trapped, controlling the output torque of the vehicle's power system to cause the vehicle to perform multiple forward and backward oscillating movements, such that the maximum kinetic energy of the vehicle in the first forward and backward oscillating movement is less than the maximum kinetic energy of the vehicle in the second forward and backward oscillating movement, until a preset escape condition is met; wherein the timing of the first forward and backward oscillating movement is earlier than that of the second forward and backward oscillating movement.

[0005] Based on the above technical means, multiple parameters are first used to determine whether the vehicle is stuck. If the vehicle is stuck, it controls itself to perform multiple back-and-forth oscillations to improve the efficiency of getting out of trouble and avoid the delay problem in manual operation.

[0006] In some embodiments, controlling the output torque of the vehicle's power system includes controlling the power system to output torque in increments according to a preset torque output logic.

[0007] By employing the aforementioned technical means and controlling the increase in torque, the kinetic energy can be superimposed during multiple back-and-forth oscillations, thereby improving the efficiency of getting out of trouble.

[0008] In some embodiments, the preset torque output logic includes any one of the following: determining the torque control parameters output for each forward and backward oscillation based on the base torque and the current number of oscillations; determining the torque control parameters output for each forward and backward oscillation based on the base torque, the current number of oscillations, and adjustment parameters; wherein the adjustment parameters include one or more of the following: road surface adhesion coefficient, vehicle weight, wheel radius, road surface type, vehicle speed change rate, and gradient.

[0009] Based on the above-mentioned technical means, the oscillation process can be controlled more precisely through a variety of parameters, thereby improving the extrication effect.

[0010] In some embodiments, the torque control parameters include torque change rate, torque value, and torque output duration, wherein the torque output duration represents the torque output duration of the power system in a single oscillating motion; determining the torque control parameters output for each forward and backward oscillating motion based on the base torque, the current number of oscillations, and adjustment parameters includes any one of the following: determining the torque change rate based on one or more of the following: vehicle weight, road surface type, gradient, vehicle speed change rate, base torque, and the current number of oscillations; determining the torque value output for each forward and backward oscillating motion based on the road surface adhesion coefficient, vehicle weight, wheel radius, base torque, and the current number of oscillations; and determining the torque output duration corresponding to each forward and backward oscillating motion based on the road surface type, base torque, and the current number of oscillations.

[0011] In some embodiments, determining the torque change rate based on one or more of the following: vehicle weight, road surface type, gradient, vehicle speed change rate, base torque, and current oscillation count, includes: when the current oscillation count is 1, obtaining the torque change rate by looking up tables based on a first preset table corresponding to vehicle weight, a second preset table corresponding to road surface type, and a third preset table corresponding to gradient, as well as the vehicle weight, road surface type, and gradient; when the current oscillation count is greater than 1, determining the maximum torque value that can be output during the current oscillation process based on the base torque and the current oscillation count; calculating the torque change rate during the process of the power system outputting to the maximum torque value; obtaining the vehicle speed change rate during the process of the power system outputting to the maximum torque value, and compensating for the torque change rate based on the vehicle speed change rate.

[0012] In some embodiments, determining the torque value output for each forward and backward oscillation motion based on the road surface adhesion coefficient, vehicle weight, wheel radius, base torque, and current number of oscillations includes: determining the maximum torque value that can be output in the current oscillation process based on the base torque and current number of oscillations; and correcting the maximum torque value output by the power system based on the road surface adhesion coefficient, vehicle weight, and wheel radius.

[0013] In some embodiments, determining the torque output duration corresponding to each preceding and following oscillation based on road surface type, base torque, and current oscillation count includes: determining the maximum torque value that can be output during the current oscillation process based on base torque and current oscillation count; calculating the torque output duration during the process of the power system outputting to the maximum torque value; and limiting the torque output duration to a duration range that matches the road surface type.

[0014] Through the aforementioned technical means, during the back-and-forth swaying escape process, the torque change rate is compensated according to the rate of change of vehicle speed, reducing the probability of mechanical impact caused by excessively rapid changes in torque change rate, thus improving safety during the escape process; furthermore, this application dynamically corrects the upper limit of torque based on the road adhesion coefficient, vehicle weight, and wheel radius, improving safety, further protecting the motor from overload damage, and extending its service life; and this application matches different torque output durations for different road surface types, achieving precise control over the time from the start of torque output to reaching the peak displacement.

[0015] In some embodiments, the method further includes: on a hard surface, controlling the steering wheel of the vehicle to remain at a zero position during oscillation; on a soft surface, controlling the steering wheel to alternately rotate left and right by a first preset angle during oscillation to assist the vehicle in getting out of trouble.

[0016] Based on the aforementioned technical methods, when getting out of trouble on hard surfaces, keeping the steering wheel at the zero position reduces the probability of unexpected steering caused by uneven surfaces. When getting out of trouble on soft surfaces, while the vehicle is shaking, the steering wheel is controlled to alternately move left and right to a first preset angle, allowing sand or mud from the soft surface to slide under the wheels, reducing the depth of the stuck vehicle and improving the efficiency of getting out of trouble.

[0017] In some embodiments, during the movement of the vehicle, based on the wheel speed difference of the vehicle's wheels, the torque output by the power system, and the rotational speed of the vehicle's motor, it is determined whether the wheel idling rate of the vehicle reaches the idling tolerance value; when the wheel idling rate reaches the idling tolerance value, the wheels are controlled to stop idling.

[0018] Based on the aforementioned technical means, by identifying whether the wheels are spinning freely and applying braking force to the spinning wheels, it is possible to effectively prevent the waste of ineffective energy and improve the efficiency of getting out of trouble.

[0019] This application provides a vehicle control device, the vehicle control device comprising: The processing unit is used to determine whether the vehicle is trapped. The processing unit is further configured to, when the vehicle is trapped, control the output torque of the vehicle's power system to cause the vehicle to perform multiple forward and backward oscillating movements, so that the maximum kinetic energy of the vehicle in the first forward and backward oscillating movement is less than the maximum kinetic energy of the vehicle in the second forward and backward oscillating movement, until a preset escape condition is met; wherein, the timing of the first forward and backward oscillating movement is earlier than that of the second forward and backward oscillating movement.

[0020] This application provides a vehicle, the vehicle comprising: Memory is used to store executable instructions or computer programs. The processor, when executing computer-executable instructions or computer programs stored in the memory, implements the vehicle control method provided in the embodiments of this application.

[0021] This application provides a computer-readable storage medium storing a computer program or computer-executable instructions for implementing the vehicle control method provided in this application when executed by a processor.

[0022] This application provides a computer program product, including a computer program or computer-executable instructions. When the computer program or computer-executable instructions are executed by a processor, they implement the vehicle control method provided in this application. Attached Figure Description

[0023] Figure 1 This is a first flowchart illustrating the vehicle control method provided in this application embodiment; Figure 2 This is a structural diagram of a closed-loop system for perception, decision-making, and execution provided in this application; Figure 3 This is a schematic diagram of a sawtooth wave torque provided in this application; Figure 4 This is an architecture diagram of a vehicle control system provided in an embodiment of this application. Figure 5 This is a schematic diagram of a sensor fusion principle provided in an embodiment of this application. Figure 6 This is a second flowchart of the control method provided in the embodiments of this application. Figure 7 This is a schematic diagram illustrating torque switching based on acceleration, provided in an embodiment of this application. Figure 8 This is a schematic diagram illustrating torque switching based on motor speed, provided in an embodiment of this application. Figure 9 This is a three-dimensional safety space modeling diagram provided in an embodiment of this application; Figure 10 This is a control strategy adjustment strategy diagram provided in an embodiment of this application; Figure 11 This is a schematic diagram of the control device provided in the embodiments of this application; Figure 12 This is a schematic diagram of the vehicle structure provided in the embodiments of this application.

[0024] It should be noted that the terms "first" and "second" mentioned above are only used to distinguish between different options and do not represent the degree of superiority or inferiority of the options or their priority in the implementation process. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0027] In the following description, the terms "first, second, third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0028] 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.

[0029] Unless otherwise defined, all technical and scientific terms used in the embodiments of this application have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in the embodiments of this application is for descriptive purposes only and is not intended to limit the scope of this application.

[0030] In the implementation of this application, the collection and processing of relevant data should strictly comply with the requirements of relevant laws and regulations, obtain the informed consent or separate consent of the personal information subject, and carry out subsequent data use and processing within the scope of laws and regulations and the authorization of the personal information subject.

[0031] Before providing a more detailed description of the embodiments of this application, the escape solutions in the related art will be explained: The solutions for getting out of trouble in related technologies include electronic limited slip systems, mechanical differential locks, low-speed off-road cruise systems, manual "forward and backward movement" to get out of trouble, rescue trailers / winches, auxiliary getting out of trouble modes in related technologies, and bouncing getting out of trouble in related technologies.

[0032] Among these technologies, electronic limited-slip differential systems / mechanical differential locks only optimize power distribution between wheels and cannot solve the problem of the entire vehicle being stuck. Low-speed off-road cruise control systems maintain a constant low speed and lack a kinetic energy accumulation mechanism, resulting in low efficiency in getting out of trouble. Rescue tow trucks / winches require external equipment support, leading to high time and economic costs. The assisted extrication modes in related technologies are limited to areas like sand; they are ineffective on low-traction areas like mud when stuck deeply and require high-end active suspension hardware. The bounce extrication technology has poor extrication performance and remains under research and optimization, yet to be released, and also requires high-end active suspension hardware. Manual "forward and backward movement" for extrication relies on the driver's experience in controlling the throttle / brake timing. The response delay for manual gear shifting and steering is greater than 500ms, causing inertia interruption and discontinuous kinetic energy accumulation. This results in a success rate of less than 40% for ordinary users in sand / snow / mud scenarios, easily exacerbating the vehicle's entrapment and ultimately requiring a roadside assistance call.

[0033] Figure 1 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application, as shown below. Figure 1 As shown, the vehicle control method can be implemented through steps 101 to 102: Step 101: Determine whether the vehicle is trapped based on at least one of the vehicle's body posture data, idling status data, and environmental image data; or, determine whether the vehicle is trapped based on the user's extrication command.

[0034] In this embodiment of the application, "vehicle stuck" refers to one or more wheels of the vehicle being stuck in a pit, which includes sand pits, mud pits, snow pits, and deep pits in cement paved roads.

[0035] In this embodiment of the application, the vehicle posture data includes the vehicle's pitch angle, which refers to the tilt angle of the vehicle in the forward and backward direction. For example, when a vehicle is stuck in a mud pit, the vehicle body will tilt forward, and the vehicle's pitch angle will increase. If the increased pitch angle is greater than a threshold, it is determined that the vehicle is stuck.

[0036] In this embodiment, the idling status data includes the idling speed difference of the wheels, which refers to the speed difference between two different wheels of the vehicle. For example, when one wheel of the vehicle slips or gets stuck on soft ground, the speed difference between the slipping or stuck wheel and the non-slipping or non-stuck wheel will increase. If the speed difference between the two wheels is greater than a threshold, it can be determined that a wheel has lost traction, thus indicating that the vehicle is stuck.

[0037] In this embodiment, the environmental image data can be data collected by an image acquisition device (such as a camera or infrared imaging device) to capture images of the area where the vehicle is in contact with the ground. This image can help determine whether the vehicle is trapped. For example, by identifying the image captured by the camera, it can be detected that the vehicle is surrounded by sand, thus determining that the vehicle is trapped.

[0038] In this embodiment of the application, the vehicle determines that it is stuck based on at least one of vehicle posture data, idling state data, and environmental image data, and generates and executes a get-out command, or generates a get-out command and prompts the user to wait for the user to indicate when to execute it.

[0039] In this embodiment of the application, after observing that the vehicle is stuck, the user can issue a traction control command to activate the traction control mode through the central control screen, button or voice system. That is, the traction control command is a touch command, press command or voice command initiated by the user. The traction control command is used to instruct the vehicle to perform traction control operation so that the vehicle can get out of trouble.

[0040] Here, users include people inside the vehicle, such as the driver in the front seat or the passenger in the front passenger seat.

[0041] Step 102: When the vehicle is trapped, control the output torque of the vehicle's power system to make the vehicle oscillate back and forth multiple times, so that the maximum kinetic energy of the vehicle in the first back and forth oscillation is less than the maximum kinetic energy of the vehicle in the second back and forth oscillation, until the preset conditions for getting out of trouble are met.

[0042] The timing of the first preceding and following oscillation motion is earlier than that of the second preceding and following oscillation motion.

[0043] In this embodiment of the application, controlling the torque output of the vehicle's power system includes, but is not limited to, controlling the magnitude of the torque output, controlling the timing of the torque output, controlling the timing of stopping the torque output, and controlling the rate of change of the output torque.

[0044] In this embodiment of the application, kinetic energy refers to the dynamic energy generated by the power system during vehicle oscillation; the maximum kinetic energy of the vehicle refers to the maximum energy that can be generated by the power system during each oscillation of the vehicle.

[0045] This application provides a vehicle control method; the method includes: determining whether the vehicle is trapped based on at least one of the vehicle's body posture data, idling state data, and environmental image data; or, determining whether the vehicle is trapped based on a user's escape command; wherein being trapped includes the vehicle's wheels being stuck in a ditch; when the vehicle is trapped, controlling the output torque of the vehicle's power system to cause the vehicle to perform multiple forward and backward oscillating movements, such that the maximum kinetic energy of the vehicle in the first forward and backward oscillating movement is less than the maximum kinetic energy of the vehicle in the second forward and backward oscillating movement, until a preset escape condition is met; wherein the timing of the first forward and backward oscillating movement precedes the timing of the second forward and backward oscillating movement. In other words, this application first determines whether the vehicle is trapped using multiple parameters, and when the vehicle is trapped, the vehicle controls itself to perform multiple forward and backward oscillations to improve escape efficiency and avoid the delay problem of manual operation.

[0046] In some embodiments, step 102, controlling the output torque of the vehicle's power system to make the vehicle oscillate back and forth multiple times, includes the following steps: during the process of the vehicle moving along the target escape direction, judging in real time whether the vehicle has reached the escape peak based on the vehicle's operating status data; when it is judged that the escape peak has been reached, controlling the power system to switch the direction of the output torque so that the vehicle moves in the opposite direction to the target escape direction.

[0047] In this embodiment, the hurdle-relief peak indicates the time point at which the power system switches the torque direction. When the hurdle-relief peak is reached, the torque direction is switched immediately to ensure the continuity of the oscillation process.

[0048] In this embodiment of the application, the target escape direction includes the direction corresponding to the vehicle escaping forward, the direction corresponding to the vehicle escaping backward, and the direction corresponding to the vehicle escaping freely.

[0049] This application determines the target escape direction based on the vehicle's current operating status data (such as vehicle posture, obstacle position, and wheel speed difference); or based on the user's selection operation; that is, this application can select the optimal escape direction based on operating status data to ensure escape in the most favorable direction; and by introducing multiple escape directions, it can more flexibly cope with different scenarios, thereby improving the success rate of escape and reducing the need for manual intervention.

[0050] In this embodiment of the application, real-time judgment can be understood as making a judgment every preset time interval (1 second, 0.1 seconds); here, the preset time can be set according to the actual situation, as long as the set time will not miss any opportunity to reach the escape peak.

[0051] In this embodiment of the application, when the operating status data meets the switching conditions, it is determined that the vehicle has reached the peak of getting out of trouble; wherein, the switching conditions include one or more of the following: the vehicle's acceleration is less than or equal to a first threshold, the wheel speed or motor speed of the vehicle in the non-slip state reaches zero, and the vehicle's oscillation amplitude reaches a preset value.

[0052] In this embodiment of the application, the first threshold can be set to 0.1 m / s², or it can be set according to the actual situation.

[0053] In this embodiment, the non-slip state means that the vehicle's wheels are not spinning freely, that is, there is effective friction between the wheels and the ground. Here, the absence of wheel spinning includes the wheel's spin rate being lower than the spin tolerance value.

[0054] In this embodiment of the application, the wheel speed zero point refers to the instant when the speed of the vehicle's wheels is zero.

[0055] In this embodiment of the application, the zero point of motor speed refers to the moment when the speed output by the power system is zero.

[0056] In this embodiment, when the wheel speed or motor speed is zero in a non-slipping state, it often corresponds to the extreme position of vehicle oscillation (such as the maximum forward thrust or the maximum backward thrust). When the wheel speed or motor speed is zero, the control system immediately switches the torque direction, which can accumulate inertial kinetic energy to the maximum extent, thereby improving the success rate of getting out of trouble.

[0057] In this embodiment of the application, the oscillation amplitude refers to the maximum displacement of the vehicle during one oscillation, which can be quantified in centimeters.

[0058] In this embodiment of the application, the vehicle's oscillation amplitude reaches a preset value, where the preset value refers to the calculated value of the oscillation amplitude. The vehicle's oscillation amplitude refers to the actual oscillation amplitude collected by the acquisition device. When the actual oscillation amplitude reaches the calculated oscillation amplitude, it is determined that the vehicle has reached the point of escape from the predicament.

[0059] For the calculated values, the amplitude of the oscillation during each oscillation process can be determined based on the following formula:

[0060] Among them, A N Let A represent the amplitude of the Nth oscillation. base The initial amplitude is represented by k, the amplification coefficient is k, and the current oscillation number is N.

[0061] In this embodiment, the initial amplitude refers to the amplitude value set when the vehicle first oscillates, which is usually preset based on parameters such as vehicle type and body length. For example, in a sandy scenario, the initial amplitude is set to 25cm, while in an ice scenario it is set to 15cm. The initial amplitude determines the displacement range of the first oscillation, providing a reference for subsequent oscillations.

[0062] In this embodiment, the amplification coefficient is a scaling factor related to the road surface type, used to control the degree of amplitude increase during each oscillation. For example, the amplification coefficient for sandy terrain is 0.3, and the amplification coefficient for snowy terrain is 0.2.

[0063] For example, if the initial amplitude is 25cm, the amplification factor is 0.3, and the current number of oscillations is 3, then the amplitude of the 3rd oscillation is 25×(1+0.3×3)=32.5cm.

[0064] In this embodiment, the vehicle repeatedly checks whether it has reached the point of escape from difficulty, and when the vehicle reaches the point of escape from difficulty, it controls the torque switching until the preset escape conditions are met, and then stops checking.

[0065] In this embodiment, if the vehicle moves forward to escape the entrapment and reaches the entrapment peak during its forward movement, the torque direction is instantly reversed and the vehicle moves backward; if the vehicle moves backward to escape the entrapment and reaches the entrapment peak during its backward movement, the torque direction is instantly reversed and the vehicle moves forward; if the vehicle escapes the entrapment freely and reaches the entrapment peak during its forward movement, the torque direction is instantly reversed and the vehicle moves backward; if the vehicle reaches the entrapment peak during its backward movement, the vehicle switches to forward movement.

[0066] It's important to note that in the free-range mode, the direction of movement is no longer fixed. Instead, the optimal direction is dynamically selected based on the actual environment and the vehicle's response. When the vehicle moves in a certain direction to the apex of the obstacle, it automatically switches the torque direction and enters reverse oscillation. The entire process requires no manual direction specification; it is entirely determined autonomously by the vehicle, thus enhancing its level of intelligence.

[0067] In this embodiment, when the vehicle reaches the peak of its escape from entrapment, it indicates that the vehicle has reached the limit position of the current oscillation cycle. After reaching the limit position of the current oscillation cycle, the torque direction is immediately reversed, causing the vehicle to enter the reverse oscillation phase. Furthermore, the vehicle monitors its pitch angle in real time. Once the vehicle pitch angle reaches a preset target value, the torque direction is switched again, driving the vehicle to continue oscillating in the next cycle. Therefore, this application, by monitoring the vehicle pitch angle, can ensure vehicle safety while escaping entrapment. For example, if the vehicle pitch angle reaches the target value, the torque is switched. Here, the target value is a threshold dynamically set based on current road conditions, vehicle status, and historical escape experience, used to avoid excessive tilting that could cause rollover risk. The target value typically ranges from 8° to 15°, and the specific value can be adaptively adjusted according to different terrains such as sand, snow, and mud.

[0068] In some embodiments, controlling the output torque of the vehicle's power system in step 102 can be: controlling the power system to output torque in increments according to a preset torque output logic.

[0069] In this embodiment, the increasing torque output of the power system refers to the torque output by the power system increasing according to a set rule during each oscillation, thereby accumulating kinetic energy. Unlike the constant output or instantaneous burst output in related technologies, this application uses repeated back-and-forth oscillations to generate continuous kinetic energy accumulation in the vehicle body, thus more effectively overcoming ground adhesion resistance. The kinetic energy accumulation process utilizes the physical characteristics of vehicle body motion. When the oscillation reaches its peak and changes direction, the control system can convert inertial kinetic energy into actual off-road power to the maximum extent.

[0070] The above-mentioned increases according to the set rules include sequential increases and non-sequential increases. For example, there may be no change between two (or more) consecutive increases, and an increase after two (or more) consecutive consecutive increases; for example, the torque of the I-th increase is greater than the torque of the (I-1)-th increase and the torque of the (I-2)-th increase, and the torque of the (I-1)-th increase and the torque of the (I-2)-th increase are the same; I is a positive integer greater than 2.

[0071] In this embodiment of the application, the preset torque output logic includes sawtooth wave torque output logic or square wave torque output logic; here, the preset torque output logic indicates that the torque is output in the shape of a square wave or sawtooth wave.

[0072] In this embodiment of the application, the preset torque output logic includes any one of the following: Based on the base torque and the current number of oscillations, determine the torque control parameters output for each preceding and following oscillation motion; Based on the base torque, the current number of oscillations, and the adjustment parameters, determine the torque control parameters output for each preceding and following oscillation motion; The adjustment parameters include one or more of the following: road surface adhesion coefficient, vehicle weight, wheel radius, road surface type, vehicle speed change rate, and gradient.

[0073] The preset torque output logic here indicates the parameters on which the torque control-related parameters are determined, such as based on the base torque and the current number of oscillations, or based on the base torque, the current number of oscillations, and adjustment parameters. Torque control-related parameters refer to a set of dynamically generated control variables used to assist the vehicle in getting out of trouble, including but not limited to torque value, torque change rate, and torque output duration.

[0074] In this embodiment, road surface type refers to the terrain conditions where the vehicle is located, such as soft road surface (sand, snow, mud), hard road surface, etc. Different types of road surfaces have different adhesion coefficients and flow characteristics. Therefore, the system will dynamically control torque parameters according to the identified road surface type to optimize the extrication effect.

[0075] In this embodiment, the base torque includes the torque value of the first oscillation and the torque increase for each subsequent oscillation. The torque value of the first oscillation can be set as a certain percentage of the electric drive capability to ensure safe starting and avoid overload. For example, the torque value of the first oscillation is defaulted to 30% of the electric drive capability. The torque value for the next oscillation is the previous torque value plus the torque increase, which can be set to 10% of the previous torque value. That is, the torque value output by the power system in the Nth oscillation is less than the torque value output by the power system in the (N+1)th oscillation. N is a positive integer greater than 1, and each oscillation increases by ΔT (ΔT = 10% × N) compared to the previous oscillation. In this formula, N is the torque corresponding to the Nth oscillation. Therefore, the torque value corresponding to the current oscillation number can be determined based on the base torque and the current oscillation number.

[0076] For example, in the first oscillation, the power system may only output 30% of the maximum torque, while in the second oscillation it increases to 40%, in the third to 50%, and so on, until the preset maximum value is reached or the conditions for successful escape are triggered.

[0077] In this embodiment, the torque control parameters include torque change rate, torque value, and torque output duration. The torque output duration represents the torque output duration of the power system in a single oscillating motion. Based on the base torque, the current number of oscillations, and adjustment parameters, the torque control parameters output for each forward and backward oscillating motion are determined, including any one of the following: determining the torque change rate based on one or more of the vehicle's weight, road surface type, gradient, vehicle speed change rate, base torque, and current number of oscillations; determining the torque value output for each forward and backward oscillating motion based on the road surface adhesion coefficient, vehicle weight, wheel radius, base torque, and current number of oscillations; and determining the torque output duration corresponding to each forward and backward oscillating motion based on the road surface type, base torque, and current number of oscillations.

[0078] Furthermore, the torque change rate is determined based on one or more of the following: vehicle weight, road surface type, gradient, rate of change of vehicle speed, base torque, and current number of oscillations, including: With the current oscillation count being 1, the torque change rate is obtained by looking up the tables based on the first preset table corresponding to the vehicle weight, the second preset table corresponding to the road surface type, and the third preset table corresponding to the slope, as well as the vehicle weight, road surface type, and slope.

[0079] When the current oscillation count is greater than 1, the maximum torque value that can be output in the current oscillation process is determined based on the base torque and the current oscillation count; the torque change rate during the process of the power system outputting to the maximum torque value is calculated; the vehicle speed change rate during the process of the power system outputting to the maximum torque value is obtained, and the torque change rate is compensated based on the vehicle speed change rate.

[0080] Here, the first preset table represents the mapping relationship between vehicle weight and torque change rate; the second preset table represents the mapping relationship between road surface type and torque change rate; the third preset table represents the mapping relationship between slope and torque change rate. After determining the first torque change rate based on vehicle weight and the first preset table, the second torque change rate based on road surface type and the second preset table, and the third torque change rate based on slope and the third preset table, the average value can be taken as the torque change rate corresponding to the first oscillation; or, the weights corresponding to vehicle weight, road surface type, and slope can be determined separately, and the torque change rate corresponding to the first oscillation can be determined based on the weights and the torque change rate obtained from the lookup tables.

[0081] In this embodiment, the vehicle speed change rate is an indicator that measures how quickly the vehicle's speed changes during a turnaround. A larger vehicle speed change rate indicates a faster rate of kinetic energy conversion during oscillation. The torque change rate for the next oscillation is dynamically adjusted based on the vehicle speed change rate to maintain the optimal escape rhythm. In actual implementation, by monitoring the vehicle speed change after each oscillation, the system can calculate the torque change rate of the oscillation in real time, thereby achieving more precise dynamic escape control.

[0082] In this embodiment of the application, the torque value output for each forward and backward oscillation motion is determined based on the road surface adhesion coefficient, vehicle weight, wheel radius, base torque, and current number of oscillations. This includes: determining the maximum torque value that can be output in the current oscillation process based on the base torque and current number of oscillations; and correcting the maximum torque value output by the power system based on the road surface adhesion coefficient, vehicle weight, and wheel radius.

[0083] This application can first determine the maximum torque value of each forward and backward oscillation based on the base torque corresponding to each forward and backward oscillation and the current number of oscillations. Further, based on the road surface adhesion coefficient, vehicle weight, and wheel radius, the output torque value of each forward and backward oscillation can be corrected. This correction can limit the torque value from exceeding the torque upper limit, i.e., dynamically correcting the torque upper limit.

[0084] In this embodiment, the road surface adhesion coefficient refers to the ratio of the frictional force between the wheel and the ground to the vertical load, directly affecting the vehicle's traction and handling performance. Vehicle weight refers to the total mass carried by the vehicle in its current state, including the weight of passengers, cargo, and the vehicle's own weight. Wheel radius is a crucial geometric parameter determining the efficiency of driving torque transmission. By comprehensively calculating these three parameters—road surface adhesion coefficient, final weight, and wheel radius—the system can dynamically adjust the maximum torque output of the power system to adapt to different road conditions and load conditions. For example, on sandy or snowy surfaces with low adhesion coefficients, the system may reduce the upper limit of torque to prevent wheel slippage; while on hard surfaces with high adhesion coefficients, the system can appropriately increase the upper limit of torque to accelerate the speed of getting out of trouble.

[0085] This application uses the following formula to dynamically adjust the upper limit of torque Tmax:

[0086] Where m is the vehicle weight, rwheel is the wheel radius, and μ represents the road surface adhesion coefficient.

[0087] In this embodiment of the application, the torque output duration corresponding to each preceding and following oscillation motion is determined based on the road surface type, the base torque, and the current number of oscillations. This includes: determining the maximum torque value that can be output during the current oscillation process based on the base torque and the current number of oscillations; calculating the torque output duration during the process of the power system outputting to the maximum torque value; and limiting the torque output duration to a duration range that matches the road surface type.

[0088] This application can first determine the maximum torque value of the current oscillating motion based on the base torque corresponding to the current oscillation motion and the current number of oscillations, calculate or predict the torque output duration of the power system outputting to the maximum torque value, limit the torque output duration within a certain range based on the road surface type, or determine the standard torque output duration for each forward and backward oscillation motion based on the road surface type; if the torque output duration of the current forward and backward oscillation motion exceeds the standard torque output duration, feedback is provided, or the torque output is stopped when the torque output duration of the current forward and backward oscillation motion reaches the standard torque output duration.

[0089] In some embodiments, the scheme to be protected by this application also includes the following: On a hard surface, the steering wheel of the vehicle is kept at zero position during the oscillation. On soft surfaces, the steering wheel is controlled to rotate alternately left and right during the oscillation process to assist the vehicle in getting out of trouble.

[0090] In this embodiment of the application, during the movement of the vehicle, the vehicle is controlled to turn according to a preset steering angle; different road surface types correspond to different steering angles.

[0091] Here, when the steering wheel of the vehicle is kept at zero, the zero-position deviation angle of the steering wheel can be kept within the first range, that is, the range of 0 degrees to 10 degrees.

[0092] In this embodiment of the application, a hard road surface (cement paved road surface) refers to a road surface with a hardness greater than a first hardness threshold, and a soft road surface (sand, snow) refers to a road surface with a hardness less than a second hardness threshold; here, the first hardness threshold is greater than the second hardness threshold.

[0093] In this embodiment of the application, on a soft road surface, the steering wheel is controlled to rotate left and right alternately by a first preset angle during the oscillation process to assist the vehicle in getting out of trouble.

[0094] In some embodiments, the scheme to be protected by this application also includes the following: As the vehicle moves along the target escape direction, the system determines whether the wheel spin rate has reached the spin tolerance value based on the wheel speed difference, the torque output by the power system, and the speed of the vehicle's motor. When the wheel spin rate reaches the spin tolerance value, the system controls the wheels to stop spinning.

[0095] In this embodiment, a spinning wheel refers to a wheel that continues to rotate without generating effective traction during driving due to insufficient ground adhesion or other factors. This phenomenon is common on low-friction surfaces such as sand, mud, and snow. Although the spinning wheel rotates at high speed, the vehicle cannot move forward. By monitoring parameters such as wheel speed difference, motor speed, and vehicle speed, the system can determine whether the spinning rate of a particular spinning wheel has reached the tolerable spinning value. When the tolerable spinning rate is detected, the control system applies braking force to the spinning wheel to reduce ineffective kinetic energy consumption and distribute more power to the non-slipping spinning wheel. For example, in a four-wheel independent drive electric vehicle, the system can independently control the power system output of the spinning wheel, thereby achieving precise limited slip and improving the efficiency of getting out of trouble.

[0096] In this embodiment, the control system can prevent the vehicle from getting into a deeper predicament due to wheel spin, improve the overall success rate of getting out of trouble, optimize energy utilization efficiency, and extend the driving time of the power battery.

[0097] In some embodiments, the scheme to be protected by this application also includes the following: As the vehicle moves along the target escape direction, the distance between the vehicle's wheels and the obstacle is determined, as well as the amplitude of each forward and backward oscillation of the vehicle's wheels. Based on the distance and oscillation amplitude, a safety boundary is determined. When the safety boundary is determined to be triggered, torque output is stopped.

[0098] Here, obstacles refer to physical objects around a vehicle that restrict its movement, such as other vehicles, rocks, the edge of a pothole, etc.

[0099] In this embodiment, during the vehicle's escape from obstacles, the system utilizes a fusion sensing technology combining radar sensors, visual sensors, and vehicle IMU sensors to calculate the distance between the vehicle and obstacles in real time with an accuracy of ±5cm. This application can construct a three-dimensional safety space model including the distance between the vehicle and obstacles, preventing collisions during vehicle oscillations.

[0100] In this embodiment of the application, the safety boundary can refer to the minimum distance that a vehicle must maintain with respect to surrounding obstacles in order to avoid collisions.

[0101] In practice, when a vehicle is stuck and enters automatic traction mode, the system continuously monitors the minimum distance between the vehicle and obstacles and dynamically adjusts the amplitude based on the number of oscillations. For example, on sand, the system sets the initial amplitude to 25cm and the increase for each oscillation to 30%; while on ice, the system might set the initial amplitude to 15cm and the increase to 10%. By employing the above-mentioned amplitude and increase strategies, the system can accumulate effective inertial kinetic energy as much as possible without touching the obstacle.

[0102] In some embodiments, determining the oscillation amplitude of each forward and backward oscillation phase of the vehicle's wheels includes the following steps: Determine the entrapment state of the vehicle's stuck wheels; the entrapment state includes a deep-seated state and a normal entrapment state. Based on one or more of the entrapment state and road surface type, determine the initial amplitude and amplification coefficient. Based on the initial amplitude, amplitude coefficient, and N, determine the oscillation amplitude of the Nth oscillation phase. Here, N represents the number of current oscillations, and N is an integer greater than or equal to 1.

[0103] In this embodiment of the application, the trapped wheel refers to the wheel of the vehicle that is stuck in a ditch.

[0104] In this embodiment of the application, the "deeply sunk" state means that the vehicle chassis has sunk significantly, or even partially suspended in the air, resulting in extremely low power transmission efficiency; while the "normally sunk" state refers to a situation where the wheels are slipping but the vehicle body has not yet completely sunk into the ground.

[0105] In this embodiment of the application, when the power system outputs a first torque, the pitch angle of the trapped wheel or the difference in idle speed of the trapped wheel is measured; based on the pitch angle or the difference in idle speed, the trapped state of the trapped wheel is determined. In this embodiment, the greater the pitch angle of the trapped wheel, the deeper the vehicle is stuck; the greater the difference in spin speed between the trapped wheels, the more likely at least one wheel has lost traction. By monitoring parameters in real time, including the pitch angle and spin speed difference of the trapped wheels, the system can quickly determine whether to activate the escape mode.

[0106] In practical applications, the system can collect data when the vehicle moves slightly. For example, the powertrain can briefly apply positive or negative torque, causing the vehicle to move slightly. Through this slight movement, more accurate pitch angles of the trapped wheels and the difference in free spin speeds of the trapped wheels can be obtained, thereby improving the accuracy of identifying whether the vehicle is trapped.

[0107] In this embodiment, the system assesses whether a vehicle is stuck by using preset threshold values. For example, if the pitch angle of the stuck wheel exceeds 8°, or the difference in free spin speed between the stuck wheels exceeds 20 kph, the system determines that the stuck wheel is stuck. This determination method can automatically trigger the escape process without relying on manual intervention.

[0108] In this embodiment of the application, the state of the trapped wheel is determined based on the output of the acquisition device.

[0109] In this embodiment of the application, the pitch angle, roll angle, and wheel speed difference between the trapped wheel and the untrapped wheel are obtained; based on the pitch angle, roll angle, and wheel speed difference, the state of the trapped wheel is determined.

[0110] In this embodiment, the roll angle of the trapped wheel of the vehicle refers to the tilt angle of the vehicle in the left-right direction. The inertial measurement unit provides this angle data to determine whether the vehicle has overturned or veered to one side. For example, when driving on a slope, if the roll angle of the trapped wheel of the vehicle increases abnormally, it can be determined that the vehicle may be veering to one side.

[0111] In this embodiment, the wheel speed difference between the trapped and untrapped wheels refers to the speed difference between them. This wheel speed difference can help identify which wheels have lost traction. For example, if the wheel speed on one side is much higher than that on the other side, the wheel speed difference indicates that one side's wheels may have sunk into soft ground.

[0112] In this embodiment, by comprehensively analyzing three parameters—the pitch angle of the trapped wheel, the roll angle of the trapped wheel, and the wheel speed difference between the trapped and untrapped wheels—a more comprehensive determination of whether the vehicle is in a trapped state can be made. This determination method can effectively avoid misjudgment and further improve the reliability and adaptability of the extrication system.

[0113] In this embodiment, the oscillation strategy can be dynamically adjusted based on the trapped state. For example, a larger basic oscillation amplitude and a higher amplification coefficient can be used in the deep-seated state to quickly accumulate kinetic energy to achieve escape. The system can improve the success rate of escape and avoid further vehicle entrapment.

[0114] In this embodiment, the oscillation strategy can be dynamically adjusted according to the road surface type. For example, a larger basic oscillation amplitude and a higher amplification coefficient can be used in sandy areas to quickly accumulate kinetic energy to achieve extrication. The system can improve the success rate of extrication and prevent further vehicle entrapment.

[0115] In this embodiment of the application, torque output is stopped when one or more of the following operations or information are detected; the following one or more operations or information include: braking to stop; turning the steering wheel; opening the door; unfastening the seat belt; information that the trapped wheel has successfully escaped or failed to escape; and information that the buffer margin is less than the margin threshold.

[0116] The aforementioned operations refer to a series of user-triggered actions to intervene in or terminate the current automatic traction control process. These actions include the driver pressing the brake pedal, turning the steering wheel beyond a set angle (e.g., 10°), the door being opened, and the seatbelt being unfastened. The aforementioned information refers to vehicle-triggered information used to intervene in or terminate the current automatic traction control process. This information includes the system's determination that the spinning wheels have successfully escaped the traction or failed to do so, and the detection that the buffer margin is below a preset safety threshold. These operations or information typically have high priority; once they occur, the system will immediately interrupt the current automatic oscillation traction control process to ensure the safety of personnel and the vehicle. For example, when the driver presses the brake pedal, the system should immediately stop the power system's torque output to prevent further pushing of the vehicle into a dangerous area; when the system detects that a door has been opened or the seatbelt has been unfastened, the system indicates that the driver may be preparing to get out of the vehicle or that there is a safety hazard, therefore the system must immediately stop the traction control action to avoid injury. In this way, the system can quickly respond to changes in the external environment in emergency situations, thereby ensuring the safety of passengers and enhancing the system's robustness and reliability.

[0117] In this embodiment of the application, the buffer margin is determined based on the distance between the trapped wheel and the obstacle.

[0118] In this embodiment of the application, the buffer margin can be determined based on the following formula:

[0119] Where Dobs represents the radar-measured obstacle distance; Lcar represents the vehicle length; Buffer represents the buffer margin; A N The amplitude of the Nth oscillation is represented.

[0120] In this embodiment, the criteria for successful escape typically include two dimensions: first, the cumulative displacement after two consecutive oscillations exceeds a set 1.5m; second, the longitudinal acceleration is greater than a set 0.3g (approximately 2.94 m / s²), and the wheel speed difference is less than a set 5%. All of these conditions are comprehensively judged by the system to determine whether the vehicle has overcome the resistance of the medium and achieved effective escape. Furthermore, the system also evaluates the current oscillation effect in real time. If the escape standard is not met within the set maximum number of oscillations (e.g., 10 times), the system prompts the user to take over manually to avoid ineffective operation that could overload or damage the power system. The escape judgment process relies on multi-source sensor fusion data, ensuring the accuracy and safety of the judgment results.

[0121] In some embodiments, if the temperature of the motor battery exceeds a threshold, the output torque is limited to a certain range.

[0122] In this embodiment, the temperature of the motor battery is one of the key parameters affecting the performance and safety of electric vehicles. When the motor battery temperature is too high, it can lead to serious problems such as shortened battery life, thermal runaway, or even fire. Therefore, during automatic escape, the system needs to monitor the motor battery temperature in real time and adjust the power output of the power system according to a set threshold. If the detected motor battery temperature exceeds the threshold, the system will limit the torque output of the power system within a certain range to reduce energy consumption and heat generation, thereby protecting the battery system. For example, when the motor battery temperature reaches 55°C, the system can limit the maximum torque output to 60% of the rated torque and continuously monitor temperature changes until it returns to normal.

[0123] In this embodiment, by monitoring and adjusting the temperature of the motor battery in real time through the control module, the safety risks caused by overheating of the motor battery can be effectively prevented, thereby extending the service life of the motor battery and improving the safety and stability of the vehicle operation.

[0124] The embodiments of this application will be described in further detail below: This application transforms driver experience into an automated inertial kinetic energy generation system through real-time sensor perception and motor torque oscillation control. Sensors such as vision, radar, inertial measurement unit (IMU), wheel speed, and electric drive speed perceive the vehicle's attitude and distance to obstacles in real time. Once the system determines the vehicle is stuck (or the driver can manually determine the stuck state through vehicle assistance functions such as 360-degree surround view), the driver actively activates the escape mode via the control screen (or button). The vehicle's drive motor outputs progressively increasing oscillating torque (switching to reverse torque at the forward apex), accumulating inertial kinetic energy through repeated back-and-forth swaying, ultimately achieving autonomous escape. This achieves automation precision far exceeding manual control: millisecond-level control of motor forward and reverse switching breaks through the limits of human operation latency; innovative physical effects: utilizing the kinetic energy superposition effect of vehicle body oscillations (non-uniform speed power), significantly improving escape efficiency in sand / snow / mud; multiple safety guarantees: real-time monitoring of obstacle buffer distance and motor battery boundary protection eliminates the risk of overload. It simplifies professional off-road skills into one-click operation, completely lowering the technical threshold for getting out of trouble; Industrial innovation: fills the gap in dynamic traction control technology for electric vehicles, and promotes the evolution of ADAS systems towards all-scenario self-rescue; Social benefits: reduces the need for rescue of minor vehicles stuck in trouble by more than 90%, saving public rescue resources.

[0125] It should be noted that the key node for maximizing kinetic energy in this application is the peak of vehicle inertia, that is, the zero point of wheel speed or motor speed in the slipping state. At this node, the efficiency of superposition of kinetic energy of each oscillation is improved by controlling the motor to switch the torque direction within less than 50ms (which cannot be achieved manually). This application deconstructs driver experience into a closed-loop system of perception-decision-execution; Figure 2 This is a structural diagram of a closed-loop system for perception, decision-making, and execution provided in this application; like Figure 2 As shown, the perception layer 201 performs multi-sensor fusion (such as visual sensors and millimeter-wave radar) to construct a safety boundary: identify the outlines of obstacles in front and behind, calculate the distance in real time (accuracy ±5cm), and dynamically limit the oscillation amplitude; among them, the vehicle body IMU sensor: monitors pitch angle, roll angle, and wheel speed difference to comprehensively determine the trapped state, or the visual sensor assists in identifying the trapped state.

[0126] The decision layer 202 performs state determination and intelligent oscillation control logic, such as the forward torque amplitude being equal to the base value multiplied by the number of oscillations (increasing sequentially); the reverse torque switching timing is equal to the displacement peak detected by the radar (i.e., the motor speed is zero).

[0127] The execution layer 203 dynamically outputs torque, calculates obstacle buffer distance in real time, limits maximum oscillation amplitude, and provides spatial boundaries; it monitors motor and battery temperature, power, limit status, and fault status in real time, dynamically limits torque, and provides power system protection boundaries; it outputs sawtooth wave torque to control the motor in real time (this application is not limited to sawtooth wave torque, square wave torque can also be used for getting out of trouble), driving the vehicle to oscillate back and forth until it gets out of trouble; it immediately exits when the brake is applied to stop / the steering wheel is turned / the door is opened / the seat belt is unfastened, providing the highest priority for human intervention.

[0128] Figure 3 This is a schematic diagram of a sawtooth wave torque provided in this application; Figure 3 The horizontal axis represents time, in milliseconds (ms), and the vertical axis represents torque, in newton-meters (N·m); For example... Figure 3 As shown, the motor's real-time output is as follows Figure 3 The torque is shown as a sawtooth wave, and the torque direction is switched at the positive torque reversal point 301 and the torque direction is switched at the reverse torque reversal point 302, and the torque is gradually increased.

[0129] Figure 4 This is an architecture diagram of a vehicle control system provided in an embodiment of this application; as shown... Figure 4 As shown, the vehicle control system includes a perception layer 401 ( Figure 4 The perception layer 401 in the middle corresponds to Figure 2 The perception layer 201 and the decision layer 402 are in the middle. Figure 4The decision-making level 402 corresponds to Figure 2 The decision-making layer 202 and the execution layer 403 are mentioned. Figure 4 Execution layer 403 corresponds to Figure 2 (Execution layer 203 in the middle). The perception layer 401 includes a camera 4011, a radar 4012, an IMU 4013, a human-computer interaction module 4014, and other components 4019; the perception layer 401 can determine wheel speed 4015, vehicle speed 4016, motor parameters 4017, trapped status recognition 4018, and other components 4019. Functional division of sensors in the 401 perception layer: Camera sensor: Identifies obstacle outlines (accuracy ±10cm) and constructs a 2D spatial map of the front and rear; Radar sensor: accurately measures obstacle distance (accuracy ±5cm), unaffected by rain, fog, or nighttime conditions; IMU sensor: Real-time monitoring of vehicle pitch / roll angle and wheel speed difference to calculate slip rate; Human-computer interaction module 4014: Text and voice prompts, as well as the setting and selection of escape mode; Wheel speed, vehicle speed, wheel speed difference, and slippage rate calculation; Motor torque and speed: closed-loop control and vertex commutation recognition.

[0130] Figure 4 The decision layer 402 has the following functions: preliminary parameter calculation 4021, amplitude calculation 4022, oscillation number calculation 4023, calling the corresponding algorithm library 4024, steering calculation 4025, braking calculation 4026, reversing timing calculation 4027, slippage suppression 4028, and others 4029. The core algorithm operation logic of the decision layer 402 is as follows: based on the original data, data fusion is performed, and based on the fused data, state determination is performed, thereby generating the corresponding control decision.

[0131] Figure 4 The execution layer 403 includes distance protection calculation 4031, motor control 4032, fault monitoring 4033, motor capacity calculation 4034, battery capacity calculation 4035, steering control 4036, braking control 4037, prompting based on prompting information unit 4038, and others 4039.

[0132] Figure 5 This is a schematic diagram of a sensor fusion principle provided in an embodiment of this application; as shown... Figure 5As shown, this application, based on IMU data 51 and Laser Radar (Lidar) / Global Navigation Satellite System (GNSS) data 52, performs step 501, followed by step 502; step 501: state estimation; step 502: factor graph optimization. Here, factor graph optimization is a global optimization method provided in related technologies; the core of factor graph optimization is to model the state estimation problem as a factor graph, and then obtain the optimal state estimate by minimizing the overall error of all factors, finally outputting a high-precision fusion positioning result.

[0133] This application allows IMU data and Lidar / GNSS data to be input into a state estimation algorithm (such as the algorithm corresponding to a Kalman filter, an extended Kalman filter, or an unscented Kalman filter) to obtain the estimated vehicle state (e.g., pose) output by the algorithm. Furthermore, the estimated vehicle state is further optimized based on factor graph optimization to obtain more accurate state data. It should be noted that high-frequency, short-term IMU data can compensate for low-frequency GNSS data to ensure long-term data stability. This application uses factor graph optimization to further optimize the estimated pose, thereby obtaining a more accurate pose.

[0134] Figure 6 This is a flowchart of a control method provided in an embodiment of this application; as shown below. Figure 6 As shown: Step 601: The central control system detects that the user has selected the rocking escape mode via touch. Step 602: The central control system sends a start command to the Electronic Control Unit (ECU); Step 603: The decision ECU and the drive motor perform a control cycle to make the vehicle swing and get out of trouble (cycle termination condition: the get-out flag is detected).

[0135] Within the loop, the distance to obstacles and the vehicle's attitude are periodically acquired (every 10ms); the oscillation amplitude is periodically acquired; and the escape marker position is periodically detected. In this embodiment of the application, the vehicle is determined to be out of trouble when the vehicle's wheels leave the pit, or the cumulative displacement after two consecutive oscillations exceeds the set 1.5m, or the longitudinal acceleration is greater than the set 0.3g (about 2.94 m / s²), and the wheel speed difference is less than the set 5%; when the vehicle is out of trouble, the out-of-trouble marker can be considered to be detected.

[0136] When the drive power system outputs the corresponding torque, if the torque switching condition is detected, the decision ECU sends a torque switching command to the drive motor. This command includes the value of the torque after switching, i.e., T+ΔT. Where T is the torque before switching and ΔT is the new torque. Alternatively, if the displacement peak is detected, the decision ECU sends the reverse maximum torque to the drive motor to switch the torque (switching within 20ms).

[0137] Step 604: If the escape flag is detected, the decision ECU sends a successful escape notification to the central control system.

[0138] It should be noted that the dynamic calculation formula for the oscillation amplitude is as shown in formula (1) above; where A in formula (1) base The base amplitude can be set to 0 by default; k can be set to 0.3 (TBD) for sand and 0.2 (TBD) for snow.

[0139] It should be noted that TBD in this application is used to characterize the value to be calibrated.

[0140] This application provides a recommended escape direction selection: based on the vehicle's status data collected by the vision sensors and IMU, the recommended escape direction is calculated, or the driver can select the escape direction via the central control screen. There are three escape directions: forward, backward, and free. Forward means escaping towards the front of the vehicle; backward means escaping towards the parking space; free means complete control, with the goal of escaping the obstacle.

[0141] In this application, the initial position is calibrated; the power system outputs 5% (TBD) torque to make the vehicle move slightly, and the IMU detects the pitch angle θ0 (if θ0 is greater than 8° (TBD) or the combined wheel idle speed difference is greater than 20kph (TBD), it is judged as a deep-sinking state). The oscillation base amplitude and amplification coefficient of the deep-sinking state are distinguished from the parameters of the conventional stuck vehicle. The parameters are obtained based on the actual test calibration test.

[0142] In this application, the torque slope is determined as follows: the initial torque rise and fall gradients are obtained by looking up multiple factors, including vehicle weight, slope, and road surface type. During the forward and backward swaying escape process, the torque gradient needs to be compensated for according to the rate of change of vehicle speed after the change of direction. The faster the vehicle speed changes after the torque change of direction (the greater the acceleration), the torque slope needs to increase synchronously. The vehicle weight is calculated based on the suspension height sensor and during normal driving. The slope is collected by the IMU unit or an equivalent controller. The road surface type is identified by a visual camera; if the vehicle does not have the capability to identify the road surface, it can be manually selected through the human-machine interface screen.

[0143] In this application, braking control identifies wheel spin by using parameters such as wheel speed difference, electric drive torque, and motor speed, and applies braking force to the spinning wheel to stop it from spinning, so that torque can be more effectively transferred to the wheel with high adhesion (the distributed drive motor configuration can use torque control to suppress spin).

[0144] In this application, regarding steering control: When the vehicle is swaying back and forth to get out of trouble, uneven ground can easily cause the vehicle to steer unexpectedly. Therefore, when getting out of trouble on hard, potholed roads, electric power steering is needed to keep the steering wheel at the 0 position, with a deviation not exceeding 10° (TBD). When getting out of trouble on sand or mud, in order to improve the efficiency of getting out of trouble, the electric power steering mechanism can be controlled to alternately turn the steering wheel left and right to 100° (TBD) during the vehicle's swaying process, so that loose sand or mud can be slid under the wheels to reduce the depth of the vehicle stuck.

[0145] In this application, the first forward oscillation is defined as follows: the maximum motor torque of the first oscillation is 30% of the electric drive capability (TBD).

[0146] The phase switching mechanism in this application is as follows: When choosing forward escape: when the vehicle's forward movement reaches its peak (electric drive speed or drive wheel speed changes from positive to negative or approaches 0), the torque direction is instantly reversed to move backward. When the IMU detects that the vehicle's roll angle reaches a certain value (TBD, which is obtained by looking up a table based on factors such as the depth of the entrapment and road surface type), the positive torque is switched. When choosing backward escape: the opposite of forward escape. When choosing free escape: when the vehicle's forward movement reaches its peak (electric drive speed or drive wheel speed changes from positive to negative or approaches 0), the torque direction is instantly reversed to move backward. When the vehicle's backward movement reaches its peak (electric drive speed or drive wheel speed changes from positive to negative or approaches 0), forward movement is switched.

[0147] Arbitration of the phase switching mechanism in this application: Due to factors such as road surface type and vehicle weight, a fixed phase switching mechanism cannot maximize kinetic energy accumulation when the vehicle is stuck. To avoid slippage during swaying and reversing, arbitration of the reversing mechanism is necessary. The switching conditions include one or more of the following: The sensor monitors the displacement in real time. When the rate of change of displacement dV / dt (i.e., acceleration) is greater than or equal to 0.1 m / s² (TBD) (i.e., the point of escape); The vehicle's motion reaches its peak (the electric drive speed or the speed of the drive wheels changes from positive to negative or approaches 0). Oscillation A N The calculated value has been reached.

[0148] When any of the above switching conditions are met, the reverse torque switching is completed immediately within 20ms (TBD).

[0149] In this application, the oscillation cycle and exit mechanism works as follows: The maximum torque increases by ΔT (ΔT = 10% × N) with each oscillation until a success or failure condition is triggered. Success condition: Displacement within two consecutive TBD cycles exceeds 1.5m (TBD). Failure condition: Failure to escape the obstacle after 10 TBD cycles. The aforementioned 10% is a calibrable value, selected based on factors such as road surface type and vehicle weight.

[0150] Figure 7 This is a schematic diagram illustrating torque switching based on acceleration, provided in an embodiment of this application; torque switching occurs when the acceleration reaches a certain value. Figure 7 As shown, when the acceleration reaches the value corresponding to the position indicated by 701, the forward torque is reversed to output reverse torque; when the acceleration reaches the value corresponding to the position indicated by 702, the reverse torque is reversed to output forward torque. Figure 7 The horizontal axis represents time, in milliseconds (ms), and the vertical axis represents acceleration, in meters per second squared (m / s²).

[0151] Figure 8 This is a schematic diagram illustrating torque switching based on motor speed, provided in an embodiment of this application. Figure 8 As shown, the acceleration phase is started first (i.e. Figure 8 (The stage corresponding to 801 shown); then, near the peak, the motor speed gradually approaches 0 (i.e. Figure 8 The stage corresponding to 802 shown); when the motor speed is 0 (i.e. Figure 8 Point 803 (as shown), the reverse torque switching point; then, the reverse torque ramp-up phase begins (i.e., Figure 8 The stage corresponding to 804 shown); near the peak of the reverse torque climb (i.e. Figure 8 Point 805 (as shown), the motor speed approaches 0 and switches to positive torque; after N swings (i.e. Figure 8 The stage corresponding to 806 shown), at time Δt (i.e. Figure 8 Within the time period corresponding to 807 shown, if the rotational speed shows no decreasing trend within the cumulative time and the speed integral (displacement) reaches the threshold, it is determined that the escape from the obstacle has been successful. Figure 8 The three horizontal lines in the stage corresponding to 806 shown represent the motor speed value obtained by omitting N swings; Figure 8 The horizontal axis represents time in milliseconds (ms), and the vertical axis represents motor speed in revolutions per millisecond (r / ms).

[0152] This application also establishes security boundaries and failure protection mechanisms.

[0153] Figure 9 This is a three-dimensional safety space modeling diagram provided in an embodiment of this application; such as Figure 9As shown, the safety boundaries in this application include safety boundaries for the distance between the vehicle and surrounding obstacles, safety boundaries for motor temperature, and safety boundaries for user operation behavior.

[0154] Regarding the safety boundary between the vehicle and surrounding obstacles, this application calculates the obstacle distance in real time and compares the obstacle distance with the minimum distance indicated by the safety boundary. If the obstacle distance is less than the minimum distance, it is determined that the safety boundary has been triggered, and the torque output is stopped, thus preventing the vehicle from colliding during oscillation.

[0155] like Figure 9 As shown, when calculating the distance to an obstacle, it can be determined based on the buffer margin, that is, based on the buffer margin and formula (3), the distance to the obstacle can be calculated; of course, the distance to the obstacle can also be obtained based on the acquisition device, and then, based on the acquired distance to the obstacle, the buffer margin can be calculated.

[0156] Regarding the safety boundary of motor temperature, the system monitors the motor temperature in real time during vehicle extrication. If the motor temperature exceeds the temperature threshold indicated by the safety boundary, the system will limit the torque output of the power system within a certain range, thereby reducing energy consumption and heat generation, and protecting the battery system.

[0157] The buffer margin calculation formula in this application is as shown in the above formula (3); wherein, when the buffer in formula (3) is less than 0.2m, the torque output is forcibly stopped.

[0158] like Figure 9 As shown, in this application, the torque limiting strategy is determined based on the motor temperature monitored in real time by the system; or, after the vehicle determines its own torque limiting strategy, the limiting range corresponding to the motor temperature is determined based on a preset table, and then the motor temperature is limited within the limiting range. Here, the preset table is a mapping relationship table between motor temperature and torque limiting strategy.

[0159] To address the safety boundaries of user actions, if a user performs a preset action during vehicle extrication, an emergency interruption is initiated, thus ensuring the safety of the occupants. Furthermore, this application configures user actions with the highest priority; regardless of the vehicle's current execution process, as soon as a user action is detected, the system immediately stops, further guaranteeing the safety of the occupants.

[0160] like Figure 9 As shown, this application configures user operations with the highest priority. If a user operation is detected, the vehicle will immediately interrupt torque output to ensure the safety of the occupants. These user operations include, but are not limited to, pressing the brake to stop the vehicle, turning the steering wheel, opening the door, and unfastening the seatbelt.

[0161] It should be noted that the failure protection mechanism in this application refers to an emergency interruption based on user operation, which causes the process of controlling the output torque of the power system to fail, thereby protecting the safety of the driver and passengers. Therefore, this application can control the timing of stopping the process of the power system's output torque through the failure protection mechanism, thus keeping the vehicle's extrication process within a safe operating range or boundary, preventing the vehicle from exceeding the limit and causing accidents or risks.

[0162] Table 1 is a multi-level protection strategy table provided in the embodiments of this application; as shown in Table 1:

[0163] Table 1 Key parameters and performance boundaries set in this application: Control timing accuracy requirements: 10ms: standard time from torque output to peak displacement; 20ms: maximum system switching delay (manual operation delay > 500ms).

[0164] Table 2 shows the different road condition control parameters provided in the embodiments of this application; as shown in Table 2:

[0165] Table 2 The formula for dynamically correcting the upper limit of torque based on the road surface adhesion coefficient (μ) in this application is as shown in formula (2) above.

[0166] Figure 10 This is a control strategy adjustment strategy diagram provided in the embodiments of this application; the adjustment of torque waveform under different road conditions is essentially a balance between physical effects and control strategies; like Figure 10 As shown, step 1001, road condition identification, is performed first. If the road condition is identified as a low-adhesion road surface (sand, snow, and muddy road conditions 91), the kinetic energy accumulation efficiency (incremental amplitude + precise switching) is relied upon to overcome the resistance of the fluid medium. If the road condition is identified as a high-adhesion road surface (ordinary road surface 92), the focus is on energy efficiency and comfort, reducing useless energy loss.

[0167] If the road condition is identified as 91, execute steps 1002 and 1003, and / or execute steps 1004 and 1005; Step 1002: execute amplitude increment and low-frequency oscillation; Step 1003: inertial kinetic energy accumulation; Step 1004: burst torque and boundary protection; Step 1005: trapped index correction.

[0168] If the road condition is identified as 92, proceed to steps 1006 and 1007; Step 1006: Smooth transition and energy efficiency optimization; Step 1007: Harmonic suppression and drivability optimization.

[0169] Here, burst torque is the maximum rotational force that the power system can output in a specific short period of time. Although burst torque can output a large torque in a short period of time, it is also very easy to exceed the wheel grip or suspension limit. The vehicle needs multi-dimensional boundary protection (e.g., applying braking force to wheels that exceed the freewheeling tolerance value, or limiting the torque range when the motor temperature is too high).

[0170] Here, the "trapped index correction" refers to using different parameters to deal with different road conditions (such as mud, ice and snow, and sand); for example, the amplification coefficient for sand is 0.3, and the amplification coefficient for snow is 0.2.

[0171] Here, smooth transition includes eliminating torque abrupt changes during torque switching through torque compensation, for example, compensating for torque change rate based on vehicle speed change rate.

[0172] Here, energy efficiency optimization includes reducing the system's power consumption while ensuring automatic obstacle avoidance.

[0173] Here, harmonic suppression includes suppressing higher-order harmonics generated during the automatic escape process.

[0174] Here, drivability optimization includes improving the smoothness of the vehicle's acceleration process while suppressing mechanical vibrations in the transmission system.

[0175] During the control process, this application can dynamically adjust parameters through state data. For example, when the motor battery temperature reaches 55°C, the system can limit the maximum torque output to 60% of the rated torque. Furthermore, it can achieve precise control by combining data such as vehicle weight, wheel radius, and road surface adhesion coefficient. For example, based on the road surface adhesion coefficient, vehicle weight, and wheel radius, the maximum torque value output by the power system can be corrected.

[0176] Wheel spin tolerance: Allows wheel spin rate greater than or equal to 35% (TBD), using sand flow to form a "wedge support" to get out of trouble.

[0177] Electronic differential lock coordination (braking force control or distributed drive electric drive torque individual control): locks slipping wheels and forcibly distributes torque to the effective drive wheels.

[0178] In this application, the control of the oscillation process can be based on a sawtooth wave torque generation algorithm.

[0179] This application constructs a local map with centimeter-level accuracy (±5cm) through local environment modeling, and marks "trapped-free" state points on the map to assist in the generation of escape path decisions.

[0180] This application uses an adaptive adjustment through the swing amplitude: the initial amplitude is set to 10% of the vehicle length, and the increase is ΔA per cycle. ΔA is related to the terrain coefficient k; k is set to 0.3 in sandy terrain and 0.1 in ice terrain, and is adjusted in real time in combination with the parameters collected in real time.

[0181] This application can be based on electronic parking brake (EPB) or hydraulic braking coordination control to lock the non-drive wheels during the reverse movement phase to form a fulcrum effect, thereby increasing forward acceleration efficiency.

[0182] This application provides multi-level safety interruption logic: when the radar obstacle distance is less than 0.5m, the swing is forcibly interrupted and the automatic emergency braking system (AEB) is triggered; motor battery boundary limit fault protection.

[0183] This application provides a dual-condition exit mechanism for escaping trouble: if the longitudinal acceleration is greater than 0.3g and the wheel speed difference is less than 5% for 2 consecutive seconds, the escape is considered successful; if the escape fails to occur within 10 cycles, manual intervention will be prompted.

[0184] The solution provided in this application achieves the following effects: Safety boundary and failure protection mechanisms are adopted to ensure safety under extreme operating conditions.

[0185] Low-cost, lightweight deployment: Wheel speed sensors, IMUs, and vehicle radars are all readily available vehicle hardware. This application achieves zero-cost escape from difficult situations through the development of control logic, significantly increasing the success rate of escape from difficult situations while keeping hardware costs to zero.

[0186] In this application, the sawtooth wave torque output simulates oscillating escape behavior, and the kinetic energy is accumulated through phase switching, which greatly improves the energy utilization rate and breaks through the physical limitations of traditional torque burst or differential lock.

[0187] Based on real-time identification of road surface adhesion coefficient, this application dynamically adjusts parameters (e.g., 0.8Hz for sandy surfaces and 1.2Hz for ice surfaces). The solution provided by this application is compatible with various motor drive forms and can also be extended to AGVs and special vehicles.

[0188] The architecture for controlling vehicle extrication from trouble is decoupled from the architecture for advanced autonomous driving, ensuring the safety of the architecture for autonomous driving.

[0189] Figure 11 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application, as shown below. Figure 11 As shown, the vehicle control device 1100 includes: The processing unit 1101 is used to determine whether the vehicle is trapped based on at least one of the vehicle's body posture data, idling state data, and environmental image data, or based on the user's escape command. The processing unit 1101 is used to control the output torque of the vehicle's power system when the vehicle is trapped, so that the vehicle performs multiple back-and-forth oscillation movements, so that the maximum kinetic energy of the vehicle in the first back-and-forth oscillation movement is less than the maximum kinetic energy of the vehicle in the second back-and-forth oscillation movement, until a preset escape condition is met; wherein the timing of the first back-and-forth oscillation movement is earlier than that of the second back-and-forth oscillation movement.

[0190] In other embodiments of this application, the processing unit 1101 is used to control the power system to output torque in increments according to a preset torque output logic.

[0191] In other embodiments of this application, the processing unit 1101 is used to determine the torque control parameters output for each forward and backward oscillation motion based on the base torque and the current number of oscillations; and to determine the torque control parameters output for each forward and backward oscillation motion based on the base torque, the current number of oscillations, and adjustment parameters; wherein the adjustment parameters include one or more of the following: road surface adhesion coefficient, vehicle weight, wheel radius, road surface type, vehicle speed change rate, and gradient.

[0192] In other embodiments of this application, the torque control parameters include torque change rate, torque value, and torque output duration. The torque output duration represents the torque output duration of the power system in a single oscillating motion. The processing unit 1101 is used to determine the torque change rate based on one or more of the following: vehicle weight, road surface type, gradient, vehicle speed change rate, base torque, and current number of oscillations; or, based on the road surface adhesion coefficient, vehicle weight, wheel radius, base torque, and current number of oscillations, determine the torque value output for each forward and backward oscillating motion; or, based on the road surface type, base torque, and current number of oscillations, determine the torque output duration corresponding to each forward and backward oscillating motion.

[0193] In other embodiments of this application, the processing unit 1101 is configured to, when the current oscillation count is 1, look up a table to obtain the torque change rate based on a first preset table corresponding to the vehicle weight, a second preset table corresponding to the road surface type, a third preset table corresponding to the slope, the vehicle weight, the road surface type, and the slope; when the current oscillation count is greater than 1, determine the maximum torque value that can be output in the current oscillation process based on the base torque and the current oscillation count; and calculate the torque change rate during the process of the power system outputting to the maximum torque value. The acquisition unit 1102 is used to acquire the vehicle speed change rate during the process of the power system outputting to the maximum torque value; The processing unit 1101 is used to compensate for the torque change rate based on the vehicle speed change rate.

[0194] In other embodiments of this application, the processing unit 1101 is used to determine the maximum torque value that can be output in the current oscillation process based on the base torque and the current number of oscillations; and to correct the maximum torque value output by the power system based on the road surface adhesion coefficient, the weight of the vehicle, and the wheel radius.

[0195] In other embodiments of this application, the processing unit 1101 is used to determine the maximum torque value that can be output in the current oscillation process based on the base torque and the current number of oscillations; calculate the torque output duration during the process of the power system outputting to the maximum torque value; and limit the torque output duration to a duration range that matches the road surface type.

[0196] In other embodiments of this application, the processing unit 1101 is used to control the steering wheel of the vehicle to remain in the zero position during oscillation on a hard road surface; and to control the steering wheel to rotate left and right alternately during oscillation on a soft road surface to assist the vehicle in getting out of trouble.

[0197] In other embodiments of this application, the processing unit 1101 is used to determine whether the wheel spin rate of the vehicle reaches the spin tolerance value based on the wheel speed difference of the vehicle, the torque output by the power system and the rotational speed of the vehicle's motor during the process of the vehicle moving along the target escape direction; when the wheel spin rate reaches the spin tolerance value, the processing unit controls the wheel to stop spinning.

[0198] The descriptions of the apparatus embodiments above are similar to those of the method embodiments above, and have similar beneficial effects. In some embodiments, the functions or modules included in the apparatus provided in this disclosure can be used to perform the methods described in the method embodiments above. For technical details not disclosed in the apparatus embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0199] It should be noted that, in the embodiments of this application, if the above-described vehicle control method is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, or the part that contributes to the related technology, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part 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, read-only memory (ROM), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware, software, or firmware, or any combination of hardware, software, and firmware.

[0200] See Figure 12 , Figure 12 This is a structural schematic diagram of the vehicle 1200 provided in the embodiments of this application. Figure 12 The vehicle 1200 shown includes at least one processor 1210, a memory 1250, at least one network interface 1220, and a user interface 1230. Various components in the vehicle 1200 are coupled together via a bus system 1240. It is understood that the bus system 1240 is used to implement communication between these components. In addition to a data bus, the bus system 1240 also includes a power bus, a control bus, and a status signal bus. However, for clarity, ... Figure 12 The general labeled all buses as Bus System 1240.

[0201] The processor 1210 can be an integrated circuit chip with signal processing capabilities, such as a general-purpose processor, a digital signal processor (DSP), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor, etc.

[0202] User interface 1230 includes one or more output devices 1231 that enable the presentation of media content, including one or more speakers and / or one or more visual displays. User interface 1230 also includes one or more input devices 1232, including user interface components that facilitate user input, such as a keyboard, mouse, microphone, touch screen display, camera, other input buttons and controls.

[0203] The memory 1250 may be removable, non-removable, or a combination thereof. Exemplary hardware devices include solid-state storage, hard disk drives, optical disk drives, etc. The memory 1250 may optionally include one or more storage devices physically located away from the processor 1210.

[0204] The memory 1250 may include volatile memory or non-volatile memory, or both. The non-volatile memory may be ROM, and the volatile memory may be random access memory (RAM). The memory 1250 described in this application embodiment is intended to include any suitable type of memory.

[0205] In some embodiments, memory 1250 is capable of storing data to support various operations, examples of which include programs, modules, and data structures or subsets or supersets thereof, as illustrated below.

[0206] The operating system 1251 includes system programs for handling various basic system services and performing hardware-related tasks, such as the framework layer, core library layer, and driver layer, for implementing various basic business functions and handling hardware-based tasks. The network communication module 1252 is used to reach other electronic devices via one or more (wired or wireless) network interfaces 1220, exemplary network interfaces 1220 including Bluetooth, wireless compatibility authentication, and Universal Serial Bus (USB); the presentation module 1253 is used to enable the presentation of information (e.g., a user interface for operating peripheral devices and displaying content and information) via one or more output devices 1231 associated with the user interface 1230 (e.g., a display screen, a speaker, etc.). The input processing module 1254 is used to detect and translate one or more user inputs or interactions from one or more input devices.

[0207] In some embodiments, the apparatus provided in this application can be implemented in software. Figure 12 A vehicle control device 1255 stored in memory 1250 is shown. This device can be software in the form of programs and plug-ins, and includes the following software modules: a processing unit or processing module, and an acquisition unit or acquisition module. These modules are logically linked and can therefore be arbitrarily combined or further divided according to the functions they implement. The functions of each module will be described below.

[0208] In other embodiments, the apparatus provided in this application can be implemented in hardware. As an example, the apparatus provided in this application can be a processor in the form of a hardware decoding processor, which is programmed to execute the digital key movement trend recognition method provided in this application. For example, the processor in the form of a hardware decoding processor can be one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), programmable logic devices (PLDs), complex programmable logic devices (CPLDs), field-programmable gate arrays (FPGAs), or other electronic components.

[0209] This application provides a computer program product comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. The processor of an electronic device reads the computer-executable instructions from the computer-readable storage medium and executes the computer-executable instructions, causing the electronic device to perform the vehicle control method described above in this application.

[0210] This application provides a computer-readable storage medium storing computer-executable instructions or a computer program. When the computer-executable instructions or the computer program are executed by a processor, the processor will execute the digital key movement trend recognition method provided in this application. For example, ... Figure 1 The vehicle control method shown.

[0211] In some embodiments, the computer-readable storage medium may be a memory such as RAM, ROM, flash memory, magnetic surface memory, optical disk, or CD-ROM; or it may be a variety of devices including one or any combination of the above-mentioned memories.

[0212] In some embodiments, computer-executable instructions may take the form of programs, software, software modules, scripts, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as stand-alone programs or as modules, components, subroutines, or other units suitable for use in a computing environment.

[0213] As an example, computer-executable instructions may, but do not necessarily, correspond to files in a file system. They may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a Hyper Text Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple co-located files (e.g., files that store one or more modules, subroutines, or code sections).

[0214] As an example, computer-executable instructions can be deployed to execute on a single electronic device, or on multiple electronic devices located at one location, or on multiple electronic devices distributed across multiple locations and interconnected via a communication network.

[0215] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, and improvements made within the spirit and scope of this application are included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: The vehicle is determined to be trapped based on at least one of the following: vehicle body posture data, idling status data, and environmental image data; or, the vehicle is determined to be trapped based on the user's extrication command; wherein, being trapped includes the vehicle's wheels being stuck in a ditch. When the vehicle is trapped, the power system of the vehicle is controlled to output torque to make the vehicle perform multiple back-and-forth oscillation movements, so that the maximum kinetic energy of the vehicle in the first back-and-forth oscillation movement is less than the maximum kinetic energy of the vehicle in the second back-and-forth oscillation movement, until the preset escape conditions are met; wherein, the timing of the first back-and-forth oscillation movement is earlier than that of the second back-and-forth oscillation movement.

2. The method according to claim 1, characterized in that, The control of the output torque of the vehicle's power system includes: The power system is controlled to output torque in increments according to a preset torque output logic.

3. The method according to claim 2, characterized in that, The preset torque output logic includes any one of the following: Based on the base torque and the current number of oscillations, determine the torque control parameters output for each preceding and following oscillation motion; Based on the base torque, the current number of oscillations, and the adjustment parameters, determine the torque control parameters output for each preceding and following oscillation motion; The adjustment parameters include one or more of the following: road surface adhesion coefficient, vehicle weight, wheel radius, road surface type, vehicle speed change rate, and gradient.

4. The method according to claim 3, characterized in that, The torque control parameters include torque change rate, torque value, and torque output duration, wherein the torque output duration represents the torque output duration of the power system in a single oscillating motion; The torque control parameters for each preceding and following oscillation motion, determined based on the base torque, the current number of oscillations, and the adjustment parameters, include any one of the following: The torque change rate is determined based on one or more of the following: vehicle weight, road surface type, gradient, vehicle speed change rate, base torque, and current number of oscillations. Based on the road surface adhesion coefficient, vehicle weight, wheel radius, base torque, and current number of oscillations, determine the torque value output for each forward and backward oscillation motion; Based on the road surface type, the base torque, and the current number of oscillations, determine the torque output duration corresponding to each preceding and following oscillation motion.

5. The method according to claim 4, characterized in that, The determination of the torque change rate based on one or more of the following factors: vehicle weight, road surface type, gradient, vehicle speed change rate, base torque, and current oscillation count, includes: When the current oscillation count is 1, the torque change rate is obtained by looking up the table based on the first preset table corresponding to the vehicle weight, the second preset table corresponding to the road surface type, and the third preset table corresponding to the slope, as well as the vehicle weight, road surface type, and slope. If the current oscillation count is greater than 1, the maximum torque value that can be output during the current oscillation process is determined based on the base torque and the current oscillation count; the torque change rate during the process of the power system outputting to the maximum torque value is calculated; the vehicle speed change rate during the process of the power system outputting to the maximum torque value is obtained, and the torque change rate is compensated based on the vehicle speed change rate.

6. The method according to claim 4, characterized in that, The determination of the torque value output for each forward and backward oscillation motion based on the road surface adhesion coefficient, vehicle weight, wheel radius, base torque, and current oscillation number includes: Based on the base torque and the current number of oscillations, determine the maximum torque value that can be output during the current oscillation process; The maximum torque value output by the power system is corrected based on the road surface adhesion coefficient, vehicle weight, and wheel radius.

7. The method according to claim 4, characterized in that, The determination of the torque output duration corresponding to each preceding and following oscillation motion based on road surface type, base torque, and current oscillation count includes: Based on the base torque and the current number of oscillations, determine the maximum torque value that can be output during the current oscillation process; Calculate the torque output duration during the process of the power system outputting to its maximum torque value; The duration of the torque output is limited to a range that matches the road surface type.

8. The method according to any one of claims 1 to 7, characterized in that, The method further includes: On a hard surface, the steering wheel of the vehicle is kept at zero position during the oscillation. On soft surfaces, the steering wheel is controlled to rotate alternately left and right during the oscillation process to assist the vehicle in getting out of trouble.

9. The method according to any one of claims 1 to 7, characterized in that, The method further includes: During the process of the vehicle moving along the target escape direction, based on the wheel speed difference of the vehicle, the torque output by the power system and the rotational speed of the vehicle's motor, it is determined whether the wheel spin rate of the vehicle reaches the spin tolerance value. When the wheel idling rate reaches the idling tolerance value, the wheel is controlled to stop idling.

10. A vehicle, characterized in that, The vehicle includes: a memory for storing computer-executable instructions or computer programs; and a processor for executing the computer-executable instructions or computer programs stored in the memory to implement the vehicle control method according to any one of claims 1 to 9.

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