Vehicle escape control method, device, medium and product

Abstract

The application provides a vehicle escape control method, device, medium and product. The method comprises the following steps: obtaining vehicle state information; determining a vehicle stuck state according to the vehicle state information; generating a plurality of coordinated control instructions according to the stuck state; wherein the plurality of coordinated control instructions are used for controlling a plurality of function actuators of the vehicle to synchronously execute corresponding coordinated control instructions; and sending each coordinated control instruction to the corresponding function actuator, so that each function actuator synchronously executes the corresponding coordinated control instruction until the vehicle completes the escape. The application improves the success rate of vehicle escape.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a control method, device, medium, and product for vehicle extrication from difficult situations. Background Technology

[0002] In the field of vehicle control, especially for controlling vehicles to get out of trouble in complex road conditions, is an important technological goal. With the continuous improvement of vehicle electronic control, many functions of vehicles have independent execution and control capabilities, which provides a hardware foundation for dealing with extreme conditions such as vehicles getting stuck.

[0003] Currently, in related technologies, when faced with a vehicle stuck in a stuck situation, the solution usually relies on auxiliary functions that operate independently, triggered by preset, relatively isolated control logic.

[0004] However, since each function works independently, it is difficult for them to work together to help the vehicle get out of trouble, which reduces the success rate of the vehicle getting out of trouble. Summary of the Invention

[0005] In view of this, this application aims to provide a control method, device, medium and product for vehicle extrication from difficult situations, in order to solve the problem of low success rate of vehicle extrication in traditional related technologies.

[0006] The first aspect of this application provides a control method for vehicle extrication, comprising: acquiring vehicle status information; determining the vehicle's stuck state based on the vehicle status information; generating multiple coordinated control commands based on the stuck state; wherein the multiple coordinated control commands are used to control actuators of multiple functions of the vehicle to synchronously execute the corresponding coordinated control commands; and sending each coordinated control command to the actuator of the corresponding function so that the actuators of each function synchronously execute the corresponding coordinated control commands until the vehicle completes extrication.

[0007] In one possible implementation of this application, determining the vehicle's stuck state based on vehicle state information includes: obtaining the slip ratio and wheel-side adhesion coefficient of each wheel in the vehicle from the vehicle state information; for any wheel, if the slip ratio continuously exceeds a preset slip ratio threshold within a first preset time period, and the wheel-side adhesion coefficient continuously falls below a preset wheel-side adhesion coefficient threshold within a second preset time period, then the vehicle is determined to be stuck.

[0008] In one possible implementation of this application, the multiple coordinated control commands include coordinated control commands for power control function, rear-wheel steering function, braking function, and suspension control function; based on the vehicle's stuck state, the multiple coordinated control commands are generated, including: generating a coordinated control command for power control function based on the vehicle's stuck state; generating a coordinated control command for rear-wheel steering function based on the vehicle's stuck state; generating a coordinated control command for braking function based on the vehicle's stuck state; and generating a coordinated control command for suspension control function based on the vehicle's stuck state.

[0009] In one possible implementation of this application, the coordinated control command for the power control function includes a torque control command. Generating the coordinated control command for the power control function based on the vehicle's stuck state includes: obtaining the actual wheel speed of the wheel in the stuck state based on the stuck state; determining the target torque based on the actual wheel speed and a preset target wheel speed; and generating the final torque control command based on the target torque. The torque control command is used to control the actuator corresponding to the power control function to output the target torque.

[0010] In one possible implementation of this application, the method further includes: obtaining the driver's required torque, the maximum motor torque, the torque based on the wheel-side adhesion coefficient, and the maximum torque difference between the two wheels of the axle to which the wheel in the stuck state belongs; wherein the driver's required torque refers to the torque calculated based on the accelerator pedal depth when the driver presses the accelerator, and the torque based on the wheel-side adhesion coefficient refers to the torque calculated based on the wheel-side adhesion coefficient; the minimum value among the driver's required torque, the maximum motor torque, the torque based on the wheel-side adhesion coefficient, and the target torque is determined as the final target torque; wherein the torque difference between the two wheels corresponding to the axle to which the target torque belongs is not allowed to exceed the maximum torque difference.

[0011] In one possible implementation of this application, before generating the coordinated control command for the power control function based on the vehicle's stuck state, the method further includes: detecting whether the power control function meets the conditions for escaping stagnation; wherein the conditions for escaping stagnation include preconditions and activation conditions; the preconditions are: obtaining an instruction to activate the vehicle's escaping state, and the electric drive axle is configured as a coaxial dual-motor configuration; the activation condition is: the driver's required torque reaches a preset required torque threshold; and when it is detected that the power control function meets the conditions for escaping stagnation, the coordinated control command for the power control function is then generated.

[0012] In one possible implementation of this application, the coordinated control command for the rear wheel steering control function includes a rear wheel sway control command. The coordinated control command for the rear wheel steering function is generated based on the vehicle's stuck state, including: determining whether a left or right rear wheel exists among the stuck wheels; if a left or right rear wheel is determined to exist, then obtaining the rear wheel steering sway mode; wherein the rear wheel steering sway mode is obtained in response to the driver's input on the human-machine interface; when the sway mode is automatic, if the accelerator pedal opening is detected to be greater than a preset accelerator pedal opening and the vehicle is in a driving gear, then obtaining the vehicle speed; determining the first sway amplitude and sway speed of the wheels based on the vehicle speed; generating a first rear wheel sway control command based on the first sway amplitude and sway speed; wherein the first rear wheel sway control command... The actuators corresponding to the rear-wheel steering control function control the rear wheels in a stuck state to swing according to a first swing amplitude and swing speed. When the swing mode is manual, a second swing amplitude is acquired, and a second rear-wheel swing control command is generated based on the second swing amplitude. The second rear-wheel swing control command is used to control the actuators corresponding to the rear-wheel steering control function to control the rear wheels in a stuck state to swing according to the second swing amplitude. The second swing amplitude is acquired in response to the driver's input operation on the human-machine interface. When the swing mode is follow-up, the steering wheel angle is acquired. A third swing amplitude is acquired based on the steering wheel angle. A third rear-wheel swing control command is generated based on the third swing amplitude. The third rear-wheel swing control command is used to control the actuators corresponding to the rear-wheel steering control function to control the rear wheels in a stuck state to swing according to the third swing amplitude.

[0013] In one possible implementation of this application, the method further includes: obtaining a first maximum steering angle value allowed by the actuator corresponding to the rear wheel steering control function; obtaining a second maximum steering angle value allowed by the actuator corresponding to the rear wheel steering control function when the vehicle door is in the open state; receiving a third maximum steering angle value sent by the functional safety system; determining the minimum value among the first maximum steering angle value, the second maximum steering angle value, and the third maximum steering angle value as the safe steering angle value; and ensuring that the maximum steering angle value when the actuator corresponding to the rear wheel steering control function controls the rear wheel in the trapped state to swing according to the first maximum swing amplitude, the second maximum swing amplitude, or the third maximum swing amplitude does not exceed the safe steering angle value.

[0014] In one possible implementation of this application, the coordinated control command for the braking control function includes a single-wheel locking control command and a pressure holding control command. The coordinated control command for the braking control function is generated based on the vehicle's stuck state, including: obtaining the number of wheels in a stuck state; if one wheel is stuck, generating a single-wheel locking control command; wherein the single-wheel locking control command is used to control the actuator corresponding to the braking control function to apply a first braking torque to the stuck wheel, limiting the stuck wheel from spinning freely; if multiple wheels are stuck, obtaining the wheel speed of each stuck wheel; obtaining the wheel speed difference between any two wheels based on the wheel speeds; identifying the wheel with the larger wheel speed among the two wheels corresponding to the largest wheel speed difference as the wheel in a slipping state; if the largest wheel speed difference remains unchanged within a third preset time, generating a pressure holding control command; wherein the pressure holding control command is used to control the actuator corresponding to the braking control function to apply a second braking torque to the slipping wheel, controlling the slipping wheel to stop.

[0015] In one possible implementation of this application, the method further includes: obtaining a first maximum braking torque corresponding to the wheel-side adhesion coefficient; obtaining a second maximum braking torque allowed to be provided by the actuator of the braking control function; determining the minimum value among the first maximum braking torque, the second maximum braking torque, and the first braking torque as the final first braking torque; and determining the minimum value among the first maximum braking torque, the second maximum braking torque, and the second braking torque as the final second braking torque.

[0016] In one possible implementation of this application, the coordinated control command for the suspension control function includes a sway command; generating the coordinated control command for the suspension control function based on the stuck vehicle state includes: acquiring the suspension sway mode and suspension sway frequency; wherein the suspension sway mode and suspension sway frequency are both acquired in response to the driver's input operation on the human-machine interface; generating the sway command based on the suspension sway mode and suspension sway frequency; wherein the sway command is used to control the actuator corresponding to the suspension control function to sway according to the suspension sway mode and suspension sway frequency, transferring the vertical load of the stuck wheel to the wheel not stuck; wherein the actuator corresponding to the suspension control function is an active stabilizer bar.

[0017] In one possible implementation of this application, the method further includes: acquiring the actual wheel speed of each wheel of the vehicle, the vehicle speed, the Ackerman yaw rate, the measured yaw rate, and the steering wheel angle; wherein the Ackerman yaw rate refers to the theoretical yaw rate of the vehicle in a non-slip state; receiving the actual vehicle speed transmitted by the satellite positioning system; if, within a fourth preset time period, the difference between the Ackerman yaw rate and the measured yaw rate is continuously less than a preset yaw rate difference threshold; or, within a fifth preset time period, the difference between the vehicle speed and the actual vehicle speed is continuously less than a preset vehicle speed difference threshold; or, the steering wheel angle is less than or equal to a preset steering wheel angle, and the wheel speed difference of each wheel's actual wheel speed is less than or equal to a preset wheel speed difference, and the vehicle speed is greater than or equal to a preset vehicle speed, then the vehicle is determined to have successfully escaped the predicament.

[0018] A second aspect of this application provides an electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to cause the at least one processor to perform a vehicle extrication control method as described in the first aspect and possible implementations thereof.

[0019] A third aspect of this application provides a computer storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement a vehicle extrication control method as described in the first aspect and possible implementations thereof.

[0020] The fourth aspect of this application provides a computer program product, comprising: a computer program that, when executed by a processor, implements a vehicle traction control method as described in the first aspect and possible implementations thereof.

[0021] The vehicle extrication control method, equipment, medium, and product provided in this application include a method that determines the vehicle's stuck state based on vehicle status information; generates multiple coordinated control commands based on the stuck state; these commands control actuators of multiple functions of the vehicle to synchronously execute their corresponding coordinated control commands; and sends each coordinated control command to the corresponding actuator, enabling the actuators to synchronously execute their respective coordinated control commands until the vehicle is extricated. By synchronously controlling the actuators of multiple functions to execute their corresponding coordinated control commands through multiple coordinated control commands, the actuators of each function can work together to form a combined force based on the same stuck state, effectively improving the success rate of vehicle extrication. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of this application, the drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram illustrating an application scenario of the vehicle traction control method provided in the embodiments of this application.

[0024] Figure 2 A flowchart illustrating the vehicle traction control method provided in this application embodiment. Figure 1 .

[0025] Figure 3 A flowchart illustrating the vehicle traction control method provided in this application embodiment. Figure 2 .

[0026] Figure 4 This is a schematic diagram of the control device for vehicle extrication provided in an embodiment of this application.

[0027] Figure 5 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0028] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0030] In the field of vehicle control technology, to enable vehicles to escape from unpaved or low-adhesion surfaces, the common approach is to use auxiliary functions that operate independently, triggered by preset, relatively isolated control logic. This approach is widely adopted because it has a clear structure and well-defined module boundaries, enabling basic stability and controllability with low system coupling under most general operating conditions.

[0031] However, when this solution is applied to the more demanding scenario of a vehicle getting stuck, its performance is less than ideal. A fundamental contradiction lies in the fact that, in order to maintain the independence and stability of the control objectives of each function, related technologies typically adopt strategies of decentralized triggering, decentralized closed-loop, and decentralized amplitude limiting. However, the vehicle getting stuck situation requires a consistent response to the same stuck state within a short period of time. The aforementioned decentralized strategies will inevitably lead to inconsistencies in control objectives and intervention timing, thus failing to form a combined force.

[0032] Through in-depth analysis, the inventors discovered that the root cause of the aforementioned contradiction lies in the fact that being stuck in a vehicle is a multi-constraint coupled problem. The decisive factor is not the local anti-skid capability of a single function, but rather the need for multiple functions to respond consistently to the same stuck state within a short period. To overcome this technical problem, this application proposes the following technical concept: By acquiring vehicle status information and determining the vehicle's stuck state, a global coordinated control instruction set is generated based on the same stuck state. This global coordinated control instruction set includes multiple coordinated control instructions. Through this global coordinated control instruction set, the actuators of multiple functions are synchronously controlled to execute the corresponding coordinated control instructions, enabling the actuators of each function to work collaboratively around the goal of getting out of trouble, effectively improving the success rate of vehicle extrication.

[0033] Figure 1 This is a schematic diagram illustrating an application scenario of the vehicle traction control method provided in this application embodiment. (Reference) Figure 1 The scenario includes: vehicle 101, electronic equipment 102, power control function 103, rear wheel steering control function 104, braking control function 105, and suspension control function 106.

[0034] In this embodiment, the electronic device 102 acquires the vehicle status information of the vehicle 101; based on the vehicle status information, the electronic device 102 determines the vehicle's stuck state; based on the stuck state, it generates multiple coordinated control commands, which are used to control the actuators of multiple functions of the vehicle to execute the corresponding coordinated control commands synchronously. The multiple functions include power control function 103, rear wheel steering control function 104, braking control function 105, and suspension control function 106; the electronic device 102 sends each coordinated control command to the corresponding function actuator, so that each function actuator executes the corresponding coordinated control command to control the vehicle to extricate itself from the stuck situation until the vehicle is successfully freed.

[0035] Figure 2 A flowchart illustrating the vehicle traction control method provided in this application embodiment. Figure 1 The execution entity in this embodiment can be... Figure 1 The electronic device in the illustrated embodiment. (As shown) Figure 2 As shown, the method includes: S201: Obtain vehicle status information.

[0036] In this embodiment, vehicle state information refers to a set of signals that characterize the vehicle's kinematic state, tire-road interaction state, and driver intent. Specifically, it may include the actual wheel speed of each wheel, steering wheel angle, yaw rate, vehicle speed, gear position, accelerator pedal opening, driver-demanded torque, wheel-side adhesion coefficient, slip ratio, braking torque capability of each wheel, and actuator availability handshake signals. Optionally, vehicle state information may also include the actual vehicle speed from a satellite positioning system, door status signals, and limiting commands output by the functional safety system. This provides a consistent data foundation for subsequent vehicle-stuck status determination and the operation of the multi-functional actuator.

[0037] In this embodiment, the actual wheel speed of each wheel can be collected by four wheel speed sensors respectively; the steering wheel angle can be collected by the steering angle sensor; the measured yaw rate can be collected by the inertial measurement unit; the input operations of the human-machine interface can be provided by the human-machine interface unit, such as input for enabling / disabling the traction function, input for selecting the rear wheel sway mode, and input for selecting the suspension sway mode and sway frequency.

[0038] S202: Determine the vehicle's stuck status based on vehicle status information.

[0039] Specifically, step S202 includes S2021~S2022: S2021: Obtain the slip ratio and wheel-side adhesion coefficient of each wheel in the vehicle from the vehicle status information.

[0040] In this embodiment, the slip ratio and wheel adhesion coefficient of each wheel in the vehicle are obtained from the vehicle status information. The slip ratio can be calculated based on the wheel speed and vehicle speed; the wheel adhesion coefficient can be calculated by combining information such as tire model, wheel speed, and driving torque.

[0041] S2022: For any wheel, if the slip ratio continuously exceeds the preset slip ratio threshold within a first preset time period, and the wheel-side adhesion coefficient continuously falls below the preset wheel-side adhesion coefficient threshold within a second preset time period, then the vehicle is determined to be stuck.

[0042] For example, the first preset time is 2 seconds, the second preset time is 1 second, the preset slip rate threshold is 30%, and the preset wheel edge adhesion coefficient threshold is 0.5. If the slip rate of any wheel continues to exceed 30% within 2 seconds, and the wheel edge adhesion coefficient continues to be lower than 0.5 within 1 second, then the current wheel is determined to be stuck.

[0043] It should be noted that the preset slip ratio threshold, preset wheel-side adhesion coefficient threshold, first preset time, and second preset time can be determined through calibration according to different vehicle models, tires, and road conditions. For example, the preset slip ratio threshold can be selected between 20% and 50%, the preset wheel-side adhesion coefficient threshold can be selected between 0.3 and 0.6, and the first and second preset times can be adjusted between 0.5 and 3 seconds. Using this method, wheels stuck in a rut can be accurately and reliably identified and finely classified, thus providing precise status information for subsequently generating targeted coordinated control commands.

[0044] In this embodiment, if one wheel is stuck, the vehicle is stuck on one side of the wheel. If two wheels are stuck, and both wheels are on the left or right side, the vehicle is stuck on the same side of the wheel. If two wheels are stuck, and both wheels belong to the same axle, the vehicle is stuck on the same axle. If two wheels are stuck, and both wheels are diagonally opposite, the vehicle is stuck on diagonally opposite wheels. If three wheels are stuck, the vehicle is stuck on all three sides of the wheel.

[0045] In this embodiment, the wheel entrapment is classified according to the number and positional relationship of the wheels in the entrapment state: if only one wheel meets the conditions, it is a single-sided wheel entrapment; if both entrapped wheels are located on the left or right side of the vehicle, it is a same-sided wheel entrapment; if both entrapped wheels are located on the same axle (front or rear axle), it is a co-axle wheel entrapment; if two entrapped wheels are located diagonally opposite to the vehicle (such as the left front wheel and the right rear wheel), it is a diagonal wheel entrapment; if three wheels simultaneously meet the entrapment conditions, it is classified as a three-wheel entrapment.

[0046] S203: Based on the vehicle's stuck state, generate multiple coordinated control commands; among them, the multiple coordinated control commands are used to control the actuators of multiple functions of the vehicle to execute the corresponding coordinated control commands synchronously.

[0047] Among them, multiple coordinated control commands include coordinated control commands for power control function, coordinated control commands for rear wheel steering function, coordinated control commands for braking function, and coordinated control commands for suspension control function.

[0048] In this embodiment, before generating multiple coordinated control commands, it is necessary to determine whether the power control function, rear-wheel steering control function, braking control function, and suspension control function are available. Multiple coordinated control commands can only be generated if they are available.

[0049] Specifically, each control function completes communication and fault self-check verification based on the input end-to-end security verification signal. After the verification is passed, each control module is determined to be in an available state.

[0050] In this embodiment, synchronous execution does not refer to absolute time alignment where multiple control function actuators start and stop simultaneously within the same millisecond, but rather to unified scheduling and coordinated linkage at the control logic level. More precisely, it means that under the same vehicle escaping obstacle goal, within the same control cycle, corresponding coordinated control commands are sent in parallel to the actuators of multiple control functions. Within the current control cycle, the actuators of each control function work in parallel, match parameters, and cooperate with each other to achieve the control mode for vehicle escaping obstacle. This manifests as follows: a. Unification of control source and control objective The coordinated control commands for the actuators of each control function all originate from the same escape coordination control logic, rather than being triggered independently by the actuators of each control function. Based on the stuck vehicle state, the action goals of the actuators of each control function are planned in a unified manner to jointly serve the escape goal in the current stuck vehicle scenario, avoiding strategy conflicts caused by independent actions of the actuators of each control function, which could lead to the failure of escape control.

[0051] b. Parallel scheduling for control timing The coordinated control commands corresponding to actuators with multiple control functions are issued synchronously within the same control cycle and executed in parallel, rather than being executed sequentially in a fixed order. That is, there is no need to wait for the actuator of a certain control function to complete its action before starting the actuator of the next control function.

[0052] Specifically, step S203 includes S2031~S2034: S2031: Generate coordinated control commands for power control functions based on the vehicle's stuck status.

[0053] Among them, the coordinated control commands for the power control function include torque control commands.

[0054] Specifically, step S2031 includes S20311~S20313: S20311: Based on the vehicle's stuck state, obtain the actual wheel speed of the wheel that is stuck.

[0055] For example, if it is determined that the left rear wheel is stuck, the real-time wheel speed of the left rear wheel is read.

[0056] S20312: Determine the target torque based on the actual wheel speed and the preset target wheel speed.

[0057] In this embodiment, the preset target wheel speed is an expected value, which can be set to a theoretical wheel speed that is slightly higher than the current vehicle speed, in order to avoid the wheels coming to a complete stop and to suppress excessive slippage.

[0058] Specifically, the difference between the actual wheel speed and the preset target wheel speed is used as input, and the required target torque is calculated through a proportional-integral (PI) controller. The controller's algorithm structure can directly reuse the existing control logic of the drive motor control (DMC), but the control parameters are set separately and are not shared.

[0059] In this embodiment, the target torque includes wheel torque and axle torque.

[0060] S20313: Generate the final torque control command based on the target torque; the torque control command is used to control the actuator corresponding to the power control function to output the target torque.

[0061] In this embodiment, the actuator (such as a drive motor) corresponding to the power control function outputs a target torque. This design can dynamically adjust the drive torque output to the stuck wheel, thereby effectively suppressing excessive wheel slippage and attempting to pull its speed back to a reasonable range that helps to get out of trouble, thus providing effective traction for the vehicle.

[0062] Optionally, to ensure that the power control function is activated in a safe and appropriate vehicle condition, an activation determination step is included before generating the coordinated control command for the power control function based on the vehicle's stuck condition, as follows: Sa: Detects whether the power control function meets the conditions for escaping difficulties. The conditions for escaping difficulties include the preconditions for escaping difficulties and the activation conditions for escaping difficulties.

[0063] In this embodiment, the preconditions for escaping the obstacle are: receiving an instruction to activate the vehicle's obstacle-avoidance state, and the electric drive axle is configured as a coaxial dual-motor configuration; the activation condition for escaping the obstacle is: the driver's required torque reaches a preset required torque threshold.

[0064] In this embodiment, the driver can obtain the instruction to activate the vehicle's traction-free state by inputting the vehicle's traction-free activation state through the human-machine interface.

[0065] In this embodiment, the coaxial dual-motor configuration refers to two motors arranged coaxially, coupled output, and independently controlled. The coaxial dual-motor configuration is merely one example of achieving independent wheel-side torque control. In other embodiments, a single-motor structure with an electronic differential lock or torque vectoring function may also meet the control requirements.

[0066] In this embodiment, the preset torque threshold is pre-set and can be adjusted according to actual conditions. It will only be activated when the driver presses the accelerator and the desired power reaches or exceeds the set threshold.

[0067] Sb: When the power control function is detected to meet the conditions for escaping, the coordinated control command for the power control function will continue to be generated.

[0068] In this embodiment, the step of generating the coordinated control command for the power control function will only continue if both the preconditions and activation conditions for escaping the obstacle are simultaneously detected; otherwise, generation will not continue. This design ensures that the power control function is only activated when the driver clearly intends to activate it, the vehicle hardware configuration supports it, and the driver has sufficient driving demand, thus improving the safety of the function and the accuracy of the operational intent.

[0069] S2032: Generate coordinated control commands for rear wheel steering control function based on the vehicle's stuck condition.

[0070] Among them, the coordinated control commands for the rear wheel steering control function include rear wheel sway control commands.

[0071] Specifically, step S2032 includes S20321 to S20325: S20321: Based on the vehicle's stuck condition, determine whether the left or right rear wheel is among the stuck wheels.

[0072] In this embodiment, both the left and right rear wheels are considered rear wheels. If the rear wheels get stuck, the need for the rear wheel steering control function to participate in the control becomes more urgent, and it can serve as an effective actuator.

[0073] S20322: If it is determined that there is a left rear wheel or a right rear wheel among the wheels in the stuck state, then the rear wheel steering swing mode is obtained; wherein the rear wheel steering swing mode is obtained in response to the driver's input operation on the human-machine interface.

[0074] In this embodiment, the driver can input "automatic" or "manual" on the human-machine interaction page. If the driver does not input anything, the default setting is "follow-up".

[0075] S20323: When the swing mode is automatic, if the accelerator pedal opening is detected to be greater than the preset accelerator pedal opening and the vehicle is in driving gear, the vehicle speed is obtained; based on the vehicle speed, the first swing amplitude and swing speed of the wheel are determined; based on the first swing amplitude and swing speed, a first rear wheel swing control command is generated; wherein the first rear wheel swing control command is used to control the actuator corresponding to the rear wheel steering control function to control the rear wheel in the trapped state to swing according to the first swing amplitude and swing speed.

[0076] In this embodiment, the preset accelerator pedal opening is pre-set, such as 5%, and can be adjusted as needed. Driving gears include forward gears and reverse gears.

[0077] In this embodiment, automatic oscillation is triggered when the accelerator pedal opening is detected to be greater than a preset accelerator pedal opening, and the vehicle is in either a forward or reverse gear. At this time, the current vehicle speed is acquired, and a preset mapping table is consulted based on the current vehicle speed to determine the first oscillation amplitude and oscillation speed. Generally, the lower the vehicle speed, the larger the allowable oscillation amplitude, to provide maximum attitude disturbance when the vehicle is almost stationary. Then, a first rear wheel oscillation control command is generated to control the actuator of the rear wheel steering function to oscillate according to the first oscillation amplitude and oscillation speed.

[0078] The preset mapping table stores the swing amplitude and swing speed corresponding to different vehicle speeds.

[0079] S20324: When the swing mode is manual, obtain the second swing amplitude and generate a second rear wheel swing control command based on the second swing amplitude; wherein the second rear wheel swing control command is used to control the actuator corresponding to the rear wheel steering control function to control the rear wheel in the trapped state to swing according to the second swing amplitude; wherein the second swing amplitude is obtained in response to the driver's input operation on the human-machine interface.

[0080] In this embodiment, when the oscillation mode is manual, the second oscillation amplitude set by the driver on the human-machine interface is directly obtained. Based on this setting value, a second rear wheel oscillation control command is generated. The rear wheels are controlled to rotate according to the second oscillation amplitude until the actual rear wheel rotation angle is equal to the input second oscillation amplitude, and then maintained thereafter.

[0081] S20325: When the swing mode is follow-up, obtain the steering wheel angle; obtain the third swing amplitude based on the steering wheel angle; generate the third rear wheel swing control command based on the third swing amplitude; wherein the third rear wheel swing control command is used to control the actuator corresponding to the rear wheel steering control function to control the rear wheel in the trapped state to swing according to the third swing amplitude.

[0082] In this embodiment, when the sway mode is follow-up, considering the low vehicle speed for getting out of trouble, the third sway amplitude is determined by consulting the mapping table of steering wheel angle and sway amplitude based on the steering wheel angle, without distinguishing between forward and reverse gear control. Based on the third sway amplitude, a third rear wheel sway control command is generated, controlling the rear wheel angle to follow the front wheel angle change, maintaining consistency with the driver's steering operation.

[0083] The mapping table between steering wheel angle and swing amplitude pre-stores the swing amplitude corresponding to different steering wheel angles.

[0084] In this embodiment, when the steering wheel is turned to 90°, the rear wheels have already turned to their maximum possible angle. After the steering wheel angle exceeds 90°, the rear wheels no longer increase the angle and remain stationary at their maximum.

[0085] In this embodiment, different sway modes allow the rear-wheel steering control function to adapt to different driver preferences and specific stuck-in scenarios. The automatic mode intelligently sways after the driver presses the accelerator, the manual mode provides maximum freedom, and the follow-up mode maintains consistent control, thus enriching the means of getting out of trouble. Those skilled in the art will understand that the sway modes are not limited to the three mentioned above, and mode selection may not entirely depend on the driver. In some embodiments, the system may recommend or automatically select the sway mode based on the stuck-in condition.

[0086] In this embodiment, the exit condition for the rear-wheel steering control function is: the vehicle speed is greater than a preset vehicle speed threshold, or the driver receives an instruction to disable the vehicle's traction control mode in response to an input operation on the human-machine interface, or the vehicle is determined to have successfully escaped traction. At this time, the rear-wheel steering control function no longer uses the traction control strategy and switches back to the standard rear-wheel steering control strategy.

[0087] S2033: Generate coordinated control commands for braking control functions based on the vehicle's stuck condition.

[0088] Among them, the coordinated control commands for braking control function include control commands to lock one side of the wheel and pressure holding control commands.

[0089] Specifically, steps S20331~S20336: S20331: Based on the vehicle's stuck state, obtain the number of wheels that are stuck.

[0090] In this embodiment, the generation of a control command to lock one side of the wheels or a pressure-holding control command is determined based on the number of wheels in the trapped state.

[0091] S20332: If one wheel is stuck, a single-wheel locking control command is generated; wherein the single-wheel locking control command is used to control the actuator corresponding to the braking control function to apply a first braking torque to the stuck wheel to prevent the stuck wheel from spinning freely.

[0092] In this embodiment, if one wheel is stuck, a control command to lock that single wheel is generated. This command controls the actuator (such as a brake caliper) corresponding to the braking control function to apply a first braking torque to the stuck wheel, with the goal of limiting or completely locking the spinning wheel. According to the differential principle, locking a spinning wheel can transfer more power to the wheel with traction on the other side of the same axle, thereby helping to get out of trouble.

[0093] S20333: If multiple wheels are stuck, obtain the wheel speed of each wheel stuck in the stuck state.

[0094] S20334: Based on the wheel speed of each wheel, obtain the wheel speed difference between any two wheels.

[0095] S20335: Among the two wheels corresponding to the maximum wheel speed difference, the wheel with the larger wheel speed is identified as the wheel in a slipping state.

[0096] S20336: If the maximum wheel speed difference remains unchanged within the third preset time, a pressure holding control command is generated; wherein the pressure holding control command is used to control the actuator corresponding to the braking control function to apply a second braking torque to the wheel in the slipping state and control the wheel in the slipping state to stop.

[0097] In this embodiment, if multiple wheels are stuck, different strategies are adopted. The wheel speeds of all stuck wheels are acquired, and the wheel speed difference between any two wheels is calculated. For the pair of wheels with the largest wheel speed difference, the wheel with the larger wheel speed is identified as the wheel currently slipping. If this largest wheel speed difference persists for a third preset time period (i.e., the slipping wheel continues to spin at high speed), a pressure-holding control command is generated. This command controls the braking control function, applying a second braking torque to the continuously slipping wheel. The goal is to gradually bring the wheel to a stop until it reaches zero speed and to maintain hydraulic pressure. The purpose of this is that when multiple wheels slip, forcibly stopping the wheel with the worst adhesion and the most severe slippage forces the torque of the drive system to be redistributed to other wheels that may still have some adhesion, thus creating an opportunity to escape the stuck situation.

[0098] In this embodiment, the pressure holding exit condition is: a. The driver releases the accelerator pedal; b. Or switch the parking gear to park or neutral; c. During the sixth preset time period (which can be adjusted according to actual conditions), the torque required by the driver for the pressure-holding wheel remains less than the set value (which can be adjusted according to actual conditions). d. The braking torque is detected to be greater than the preset braking torque threshold (which can be adjusted according to the actual situation).

[0099] If any one of the above conditions is met, the brake will be released.

[0100] S2034: Generate coordinated control commands for suspension control functions based on the vehicle's stuck condition.

[0101] Among them, the coordinated control commands for suspension control functions include sway commands.

[0102] Specifically, the suspension sway pattern and suspension sway frequency are acquired; both are obtained in response to driver input on the human-machine interface; a sway command is generated based on the suspension sway pattern and suspension sway frequency; the sway command controls the actuator corresponding to the suspension control function to sway according to the suspension sway pattern and suspension sway frequency, transferring the vertical load of the wheel in a stuck state to the wheel not in a stuck state; the actuator corresponding to the suspension control function is an active stabilizer bar.

[0103] The suspension sway mode (such as left-right sway or front-rear axle sway) is determined by the driver based on the observed stuck condition and then input into the human-machine interface. Based on the selected suspension sway mode and frequency, a sway command is generated. This command controls the actuators corresponding to the suspension control functions, such as the active stabilizer bar, to sway (lift or depress) according to the specified mode and frequency.

[0104] For example, lateral swaying dynamically transfers the vertical load on the left and right sides; front-to-rear axle swaying dynamically transfers the vertical load on the front and rear axles. By transferring more of the vertical load to the wheels that still have traction, the available traction of those wheels can be increased, thereby improving the overall traction of the vehicle. Those skilled in the art will understand that the actuator is not limited to active stabilizer bars, but can also be a device such as an air spring capable of actively adjusting the wheel-end load. The control mode can also be automatically recommended by the system based on the vehicle's stuck condition, rather than relying entirely on the driver's selection.

[0105] In this embodiment, the driver can manually select and activate the suspension traction control mode via a physical switch or button on the instrument panel. This will initiate the corresponding coordinated control commands executed by the actuators of the suspension control function. Once the vehicle has successfully completed its traction recovery, a signal is actively sent to deactivate the corresponding coordinated control commands executed by the actuators of the suspension control function. Alternatively, the driver can manually deactivate the suspension traction control mode switch.

[0106] S204: Send each coordinated control command to the corresponding function's actuator so that the actuators of each function execute the corresponding coordinated control command synchronously until the vehicle is freed from its predicament.

[0107] In this embodiment, coordinated control commands are sent to the corresponding functional actuators via the vehicle bus or direct drive lines. Upon receiving the commands, each functional actuator drives the physical actuators to perform the corresponding actions. This process continues, constantly generating new coordinated control commands based on the latest vehicle status information, forming a closed-loop control system until it is confirmed that the vehicle has successfully escaped the predicament.

[0108] As described above, the vehicle's stuck state is determined based on its status information; a global coordinated control command set is then generated based on this state. This global coordinated control command set includes multiple coordinated control commands, which are used to control the actuators of multiple functions within the vehicle to execute their corresponding coordinated control commands synchronously. Each coordinated control command is sent to its corresponding function's actuator, enabling them to execute the commands synchronously until the vehicle is freed. By using the global coordinated control command set to synchronously control the actuators of multiple functions to execute their corresponding coordinated control commands, the actuators can work together under the same stuck state to form a combined force, effectively improving the success rate of vehicle extrication.

[0109] In the above embodiments, it should be noted that when outputting the target torque, the lack of torque constraint may lead to problems such as motor overload, increased tire slippage, or vehicle instability. Therefore, the target torque needs to be limited, as detailed below: Sc: Obtain the driver's required torque, the motor's maximum torque, the torque based on the wheel-side adhesion coefficient, and the maximum torque difference between the two wheels of the axle to which the wheel in the stuck state belongs; where the driver's required torque refers to the torque calculated based on the throttle depth when the driver presses the accelerator, and the torque based on the wheel-side adhesion coefficient refers to the torque calculated based on the wheel-side adhesion coefficient.

[0110] In this embodiment, the driver's required torque is derived from the accelerator pedal opening and represents the driver's acceleration intention; the motor's maximum torque is the instantaneous maximum output capacity determined by factors such as motor temperature and speed; and the torque based on the wheel-side adhesion coefficient represents the maximum driving force that the current road surface can provide. Furthermore, for a coaxial dual-motor configuration, the maximum torque difference between the coaxial wheels must also be considered to prevent excessive differences in driving force between the left and right wheels from generating unexpected yaw moments that could affect the vehicle's lateral stability.

[0111] In this embodiment, the driver's required torque, the motor's maximum torque, the torque based on the wheel-side adhesion coefficient, and the maximum torque difference between the two wheels of the axle to which the wheel in the stuck state belongs represent the safety boundaries in four different dimensions.

[0112] Sd: The minimum value among the driver's required torque, the motor's maximum torque, the torque based on the wheel-side adhesion coefficient, and the target torque is determined as the final target torque; the torque difference between the two wheels corresponding to the axle to which the target torque belongs is not allowed to exceed the maximum torque difference.

[0113] In this embodiment, firstly, the target torque is obtained by subtracting the minimum value from the driver's required torque, the maximum motor torque, the torque based on the wheel-side adhesion coefficient, and the target torque. Then, for the axle to which the target torque belongs, the difference between its torque and the torque of the other wheel on the same axle is checked. If the difference exceeds the maximum torque difference, the target torque needs to be corrected, for example, by reducing it or by simultaneously adjusting the torque of the other wheel to ensure that the torque difference on the same axle does not exceed the maximum torque difference.

[0114] Optionally, the output gradient of the target torque can be limited to avoid sudden torque changes. The torque value after all the above limitations is taken as the final target torque.

[0115] Those skilled in the art will understand that the level and order of restrictions can be adjusted; for example, gradient restrictions can be applied first, followed by value restrictions.

[0116] As can be seen from the above description, by introducing a multi-layer torque limiting mechanism, the final output target torque is ensured to meet the requirements of the driver's intention, the physical limit of the motor, the current road surface adhesion, and the lateral stability of the vehicle. This prevents damage to the motor due to excessive torque output, serious tire slippage and ground contact loss, or unexpected yaw motion caused by excessive torque difference between the left and right wheels. It ensures the safety of the system and the stability of the vehicle while getting out of trouble.

[0117] Based on the above embodiments, when controlling the rear wheels to execute sway commands, in order to prevent excessive steering angle from causing mechanical damage, safety risks, or functional conflicts, a method for limiting the amplitude of rear wheel steering sway is provided, which is detailed below: Se: Obtain the first maximum steering angle value allowed by the actuator corresponding to the rear wheel steering control function.

[0118] In this embodiment, the first maximum steering angle value is the maximum mechanical steering angle allowed by the rear wheel steering actuator hardware.

[0119] Sf: When the vehicle door is open, obtain the second maximum steering angle value allowed by the actuator corresponding to the rear wheel steering control function.

[0120] In this embodiment, the second maximum turning angle value is activated when the vehicle door is open. To prevent excessive rear wheel turning angle that could interfere with the open door (especially critical for sliding door models), a stricter turning angle limit is activated when a door opening signal is detected.

[0121] Sg: Receive the third maximum angle value sent by the functional safety system.

[0122] In this embodiment, the third maximum steering angle value is sent by the functional safety system. When the functional safety system (e.g., detecting a steering system malfunction) deems it necessary to limit the rear wheel steering angle, it outputs a mandatory limit value.

[0123] Sh: The minimum value among the first maximum turning angle value, the second maximum turning angle value, and the third maximum turning angle value is determined as the safe turning angle value.

[0124] Si: When the actuator corresponding to the rear wheel steering control function controls the rear wheel in a trapped state, the maximum steering angle value when it swings according to the first maximum swing amplitude, the second maximum swing amplitude, or the third maximum swing amplitude does not exceed the safe steering angle value.

[0125] In this embodiment, the purpose of step Si is to limit the maximum angle value during swinging to ensure that it does not exceed the safe angle value.

[0126] As described above, by determining a safe turning angle value and limiting the maximum turning angle of the rear wheels when controlled by the actuator corresponding to the rear wheel steering control function in a stuck state to the first, second, or third maximum swing amplitude, the system ensures that the rear wheel steering control function remains within the all-around safety boundary while actively operating. This avoids the problem of actuator damage or safety risks due to excessive turning angles, further improving the success rate of the escape process and ensuring the safety of the system and personnel.

[0127] Based on the above embodiments, in order to avoid the braking torque exceeding the road surface adhesion limit or the brake's own capacity, leading to control failure or component damage, when applying braking torque to the wheel, this application provides a method for safely limiting braking torque, detailed below: Sj: Obtain the first maximum braking torque corresponding to the wheel-side adhesion coefficient.

[0128] In this embodiment, the first maximum braking torque corresponding to the wheel-side adhesion coefficient represents the braking torque that the tire can transmit under the current road conditions.

[0129] Sk: The second maximum braking torque that the actuator is allowed to provide for obtaining braking control functions.

[0130] In this embodiment, the second maximum braking torque that the actuator of the braking control function can provide is a physical limit determined by the hardware characteristics of the braking system (such as master cylinder pressure, caliper piston area, coefficient of friction, etc.).

[0131] Sl: The minimum value among the first maximum braking torque, the second maximum braking torque, and the first braking torque is determined as the final first braking torque.

[0132] Sm: The minimum value among the first maximum braking torque, the second maximum braking torque, and the second braking torque is determined as the final second braking torque.

[0133] In this embodiment, the first braking torque and the second braking torque must not exceed the adhesion between the tire and the ground (otherwise the wheel will lock up and slip), nor exceed the physical output limit of the brake actuator.

[0134] As can be seen from the above description, by introducing a dual limiting mechanism, a safety boundary is set for the output of the braking torque for getting out of trouble. On the one hand, the braking torque is ensured not to exceed the road surface adhesion limit and cause the wheels to lock up based on the wheel-side adhesion coefficient. On the other hand, the physical output limit of the actuator of the braking control function is considered, thereby ensuring that the braking intervention can effectively suppress wheel slippage while always being within a safe and feasible range, preventing the negative impact caused by excessive braking and improving the success rate of vehicle getting out of trouble.

[0135] Figure 3 A flowchart illustrating the vehicle traction control method provided in this application embodiment. Figure 2 The execution entity in this embodiment can be... Figure 1 The electronic device in the illustrated embodiment describes how to determine if a vehicle has successfully escaped its predicament. Figure 3 As shown, the method includes: S301: Obtain the actual wheel speed of each wheel, vehicle speed, Ackermann yaw rate, measured yaw rate, and steering wheel angle of the vehicle; where Ackermann yaw rate refers to the theoretical yaw rate of the vehicle in a non-slip condition.

[0136] In this embodiment, the essence of getting out of trouble is that the vehicle regains its autonomous movement capability, which will be reflected simultaneously or sequentially in multiple physical quantities. Specifically, the following information is continuously acquired: the actual wheel speed of each wheel of the vehicle, the reference vehicle speed estimated based on the wheel speed, the theoretical Ackerman yaw rate calculated based on the steering wheel angle and vehicle speed, the yaw rate measured by the inertial measurement unit, and the steering wheel angle.

[0137] S302: Receive the actual vehicle speed transmitted by the satellite positioning system.

[0138] In this embodiment, the actual vehicle speed transmitted by the satellite positioning system refers to the actual vehicle speed transmitted by the global positioning system.

[0139] S303: If, within the fourth preset time period, the difference between the Ackerman yaw rate and the measured yaw rate is continuously less than the preset yaw rate difference threshold; or, within the fifth preset time period, the difference between the vehicle speed and the actual vehicle speed is continuously less than the preset vehicle speed difference threshold; or, the steering wheel angle is less than or equal to the preset steering wheel angle, and the difference in actual wheel speeds of each wheel is less than or equal to the preset wheel speed difference, and the vehicle speed is greater than or equal to the preset vehicle speed, then the vehicle is determined to have successfully escaped the predicament.

[0140] In this embodiment, the following multiple conditions are checked in parallel. If any one of the conditions is met within the corresponding duration, the vehicle is determined to have successfully escaped the predicament.

[0141] Condition 1: Within the fourth preset time (e.g., 2 seconds), the difference between the Ackermann yaw rate and the measured yaw rate remains less than the preset yaw rate difference threshold (e.g., 1 degree / second). This indicates that the vehicle's actual steering response is basically in line with the theoretical expectation, and there is no serious lateral slippage of the wheels.

[0142] Condition 2: Within a fifth preset time period (e.g., 2 seconds), the difference between the vehicle speed and the actual vehicle speed remains less than a preset speed difference threshold (e.g., 2 km / h). This indicates that the overall wheel slip ratio is low, and the wheel speed accurately reflects the vehicle speed.

[0143] Condition 3: The steering wheel angle is less than or equal to the preset steering wheel angle threshold (e.g., 5 degrees, indicating the steering wheel is basically straight), and the difference between the actual wheel speeds of the four wheels is less than or equal to the preset wheel speed difference threshold (e.g., 0.5 km / h), and the vehicle speed is greater than or equal to the preset vehicle speed threshold (e.g., 3 km / h). This combination of conditions indicates that the vehicle is driving smoothly in a straight line at a low speed, which is also the typical state after getting out of trouble.

[0144] In this embodiment, condition three is the condition for detecting that each wheel has returned to normal driving state in the power control function. Optionally, condition three can be replaced by: receiving a signal from the power control function indicating that the wheels have returned to normal driving state.

[0145] In this embodiment, when any of the above conditions is triggered, it is determined that the vehicle has completed its escape from the predicament, and then the generation and transmission of coordination control commands are stopped.

[0146] In this embodiment, the fourth preset time, the preset yaw rate difference threshold, the fifth preset time, the preset vehicle speed difference threshold, the preset steering wheel angle, the preset wheel speed difference, and the preset vehicle speed are all preset and can be adjusted according to the actual situation.

[0147] As can be seen from the above description, in the process of multi-system coordinated escape control, multiple escape completion judgment conditions are set. By comprehensively judging whether the vehicle has escaped the stuck state from multiple dimensions, the escape is determined to be successful as long as any condition is met, thereby improving the accuracy and robustness of the judgment and ensuring that the vehicle can exit the escape mode in a timely and smooth manner.

[0148] Figure 4 This is a schematic diagram of the control device for vehicle traction provided in an embodiment of this application. Figure 4 As shown, the vehicle extrication control device is applied to electronic equipment and includes: an acquisition module 401, a determination module 402, a generation module 403, and a transmission module 404.

[0149] The acquisition module 401 is used to acquire vehicle status information.

[0150] The determination module 402 is used to determine the vehicle's stuck status based on the vehicle status information.

[0151] The generation module 403 is used to generate multiple coordinated control commands based on the vehicle's stuck state; wherein, the multiple coordinated control commands are used to control the actuators of multiple functions of the vehicle to execute the corresponding coordinated control commands synchronously.

[0152] The sending module 404 is used to send each coordination control command to the actuator of the corresponding function, so that the actuators of each function execute the corresponding coordination control command synchronously until the vehicle is freed from the predicament.

[0153] In one possible implementation of this application, the determining module 402 is specifically used to: obtain the slip ratio and wheel-side adhesion coefficient of each wheel in the vehicle from the vehicle status information; for any wheel, if the slip ratio continuously exceeds a preset slip ratio threshold within a first preset time period, and the wheel-side adhesion coefficient continuously falls below a preset wheel-side adhesion coefficient threshold within a second preset time period, then the vehicle is determined to be stuck.

[0154] In one possible implementation of this application, the multiple coordinated control commands include coordinated control commands for power control function, rear wheel steering function, braking function, and suspension control function; the generation module 403 is specifically used to: generate coordinated control commands for power control function based on the vehicle's stuck state; generate coordinated control commands for rear wheel steering function based on the vehicle's stuck state; generate coordinated control commands for braking function based on the vehicle's stuck state; and generate coordinated control commands for suspension control function based on the vehicle's stuck state.

[0155] In one possible implementation of this application, the coordination control command for the power control function includes a torque control command; the generation module 403 is further configured to: obtain the actual wheel speed of the wheel in the stuck state according to the stuck state; determine the target torque based on the actual wheel speed and the preset target wheel speed; and generate the final torque control command according to the target torque; wherein the torque control command is used to control the actuator corresponding to the power control function to output the target torque.

[0156] In one possible implementation of this application, the vehicle traction control device further includes a first limiting module. The first limiting module is specifically used to: acquire the driver's required torque, the maximum motor torque, the torque based on the wheel-side adhesion coefficient, and the maximum torque difference between the two wheels of the axle to which the stuck wheel belongs; wherein the driver's required torque refers to the torque calculated based on the accelerator pedal depth when the driver presses the accelerator, and the torque based on the wheel-side adhesion coefficient refers to the torque calculated based on the wheel-side adhesion coefficient; the minimum value among the driver's required torque, the maximum motor torque, the torque based on the wheel-side adhesion coefficient, and the target torque is determined as the final target torque; wherein the torque difference between the two wheels corresponding to the axle to which the target torque belongs is not allowed to exceed the maximum torque difference.

[0157] In one possible implementation of this application, the vehicle traction control device further includes a first judgment module. The first judgment module is specifically used to: detect whether the power control function meets the traction execution conditions; wherein the traction execution conditions include traction execution preconditions and traction execution activation conditions; the traction execution preconditions are: obtaining an instruction to activate the vehicle's traction-free state, and the electric drive axle is configured as a coaxial dual-motor configuration; the traction execution activation conditions are: the driver's required torque reaches a preset required torque threshold; and when the power control function is detected to meet the traction execution conditions, a coordinated control instruction for the power control function is generated.

[0158] In one possible implementation of this application, the coordinated control command for the rear wheel steering control function includes a rear wheel sway control command; the generation module 403 is further configured to: determine whether a left or right rear wheel exists among the wheels in the stuck state based on the vehicle's stuck state; if it is determined that a left or right rear wheel exists among the wheels in the stuck state, then obtain the rear wheel steering sway mode; wherein the rear wheel steering sway mode is obtained in response to the driver's input operation on the human-machine interface page; when the sway mode is automatic, if it is detected that the accelerator pedal opening is greater than the preset accelerator pedal opening and the vehicle is in a driving gear, then obtain the vehicle speed; determine the first sway amplitude and sway speed of the wheel based on the vehicle speed; generate a first rear wheel sway control command based on the first sway amplitude and sway speed; wherein the first rear wheel sway control command is used to control the rear wheel steering. The actuator corresponding to the control function controls the rear wheels in a stuck state to swing according to a first swing amplitude and swing speed. When the swing mode is manual, a second swing amplitude is acquired, and a second rear wheel swing control command is generated based on the second swing amplitude. The second rear wheel swing control command is used to control the actuator corresponding to the rear wheel steering control function to control the rear wheels in a stuck state to swing according to the second swing amplitude. The second swing amplitude is acquired in response to the driver's input operation on the human-machine interface. When the swing mode is follow-up, the steering wheel angle is acquired. A third swing amplitude is acquired based on the steering wheel angle. A third rear wheel swing control command is generated based on the third swing amplitude. The third rear wheel swing control command is used to control the actuator corresponding to the rear wheel steering control function to control the rear wheels in a stuck state to swing according to the third swing amplitude.

[0159] In one possible implementation of this application, the vehicle escaping control device further includes a second limiting module. The second limiting module is specifically configured to: acquire a first maximum turning angle value allowed by the actuator corresponding to the rear wheel steering control function; acquire a second maximum turning angle value allowed by the actuator corresponding to the rear wheel steering control function when the vehicle door is open; receive a third maximum turning angle value sent by the functional safety system; determine the minimum value among the first, second, and third maximum turning angle values ​​as the safe turning angle value; and ensure that the maximum turning angle value when the actuator corresponding to the rear wheel steering control function controls the trapped rear wheels to swing according to the first, second, or third maximum swing amplitude does not exceed the safe turning angle value.

[0160] In one possible implementation of this application, the coordinated control command for the braking control function includes a single-wheel locking control command and a pressure holding control command. The generation module 403 is further configured to: obtain the number of wheels in a stuck state based on the stuck state; if one wheel is stuck, generate a single-wheel locking control command; wherein the single-wheel locking control command is used to control the actuator corresponding to the braking control function to apply a first braking torque to the stuck wheel, limiting the stuck wheel from spinning freely; if multiple wheels are stuck, obtain the wheel speed of each stuck wheel; obtain the wheel speed difference between any two wheels based on the wheel speeds of each wheel; among the two wheels corresponding to the maximum wheel speed difference, determine the wheel with the larger wheel speed as the wheel in a slipping state; if the maximum wheel speed difference remains unchanged within a third preset time, generate a pressure holding control command; wherein the pressure holding control command is used to control the actuator corresponding to the braking control function to apply a second braking torque to the slipping wheel, controlling the slipping wheel to stop.

[0161] In one possible implementation of this application, the vehicle traction control device further includes a third limiting module. The third limiting module is specifically used for: obtaining a first maximum braking torque corresponding to the wheel-side adhesion coefficient; obtaining a second maximum braking torque allowed to be provided by the actuator of the braking control function; determining the minimum value among the first maximum braking torque, the second maximum braking torque, and the first braking torque as the final first braking torque; and determining the minimum value among the first maximum braking torque, the second maximum braking torque, and the second braking torque as the final second braking torque.

[0162] In one possible implementation of this application, the coordinated control command for the suspension control function includes a sway command; the generation module 403 is further configured to: acquire the suspension sway mode and the suspension sway frequency; wherein the suspension sway mode and the suspension sway frequency are both acquired in response to the driver's input operation on the human-machine interface; generate a sway command based on the suspension sway mode and the suspension sway frequency; wherein the sway command is used to control the actuator corresponding to the suspension control function to sway according to the suspension sway mode and the suspension sway frequency, transferring the vertical load of the wheel in the trapped state to the wheel not in the trapped state; wherein the actuator corresponding to the suspension control function is an active stabilizer bar.

[0163] In one possible implementation of this application, the vehicle escaping control device further includes a second judgment module. The second judgment module is specifically used to: acquire the actual wheel speed of each wheel, the vehicle speed, the Ackerman yaw rate, the measured yaw rate, and the steering wheel angle; wherein the Ackerman yaw rate refers to the theoretical yaw rate of the vehicle in a non-slip state; receive the actual vehicle speed transmitted by the satellite positioning system; if, within a fourth preset time period, the difference between the Ackerman yaw rate and the measured yaw rate is continuously less than a preset yaw rate difference threshold; or, within a fifth preset time period, the difference between the vehicle speed and the actual vehicle speed is continuously less than a preset vehicle speed difference threshold; or, the steering wheel angle is less than or equal to a preset steering wheel angle, and the wheel speed difference between the actual wheel speeds of each wheel is less than or equal to a preset wheel speed difference, and the vehicle speed is greater than or equal to a preset vehicle speed, then the vehicle is determined to have successfully escaped the entrapment.

[0164] The apparatus provided in this application embodiment can be used to execute the technical solutions of the above method embodiments. Its implementation principle and technical effect are similar, and will not be repeated here.

[0165] Figure 5 This is a schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application. Figure 5 As shown, the electronic device of this embodiment includes a processor 501 and a memory 502.

[0166] The memory 502 stores computer-executed instructions; the processor 501 executes the computer-executed instructions stored in the memory to implement the various steps performed by the electronic device in the above embodiments. For details, please refer to the relevant descriptions in the foregoing method embodiments.

[0167] Alternatively, the memory 502 can be either standalone or integrated with the processor 501.

[0168] When the memory 502 is set up independently, the electronic device also includes a bus 503 for connecting the memory 502 and the processor 501.

[0169] This application embodiment also provides a vehicle, which includes: a vehicle body, the vehicle body being equipped with the aforementioned electronic equipment, the electronic equipment being used to execute the aforementioned vehicle extrication control method.

[0170] This application embodiment also provides a computer storage medium storing computer execution instructions. When the processor executes the computer execution instructions, the above-mentioned vehicle extrication control method is implemented.

[0171] This application also provides a computer program product, including a computer program, which, when executed by a processor, implements the above-described vehicle scrambling control method.

[0172] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0173] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to implement the solution of this embodiment according to actual needs.

[0174] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing unit, or each module can exist physically separately, or two or more modules can be integrated into one unit. The unit composed of the above modules can be implemented in hardware or in the form of hardware plus software functional units.

[0175] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods of the various embodiments of this application.

[0176] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly manifested as execution by a hardware processor, or execution by a combination of hardware and software modules within the processor.

[0177] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk or optical disc, etc.

[0178] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0179] The aforementioned storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0180] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. Both the processor and the storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components in an electronic device or host device.

[0181] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0182] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A control method for vehicle extrication from difficult situations, characterized in that, include: Obtain vehicle status information; Based on the vehicle status information, determine the vehicle's stuck status; Based on the vehicle's stuck state, multiple coordinated control commands are generated; wherein, the multiple coordinated control commands are used to control the actuators of multiple functions of the vehicle to synchronously execute the corresponding coordinated control commands; Each coordinated control command is sent to the corresponding function's actuator so that the actuators of each function execute the corresponding coordinated control command synchronously until the vehicle is freed from its predicament.

2. The vehicle traction control method according to claim 1, characterized in that, Determining the vehicle's stuck status based on the vehicle status information includes: From the vehicle status information, obtain the slip ratio and wheel-side adhesion coefficient of each wheel in the vehicle; For any wheel, if the slip ratio continuously exceeds a preset slip ratio threshold within a first preset time period, and the wheel-side adhesion coefficient continuously falls below a preset wheel-side adhesion coefficient threshold within a second preset time period, then the vehicle is determined to be stuck.

3. The vehicle traction control method according to claim 1, characterized in that, The multiple coordinated control commands include coordinated control commands for power control function, coordinated control commands for rear wheel steering function, coordinated control commands for braking function, and coordinated control commands for suspension control function. Based on the vehicle's stuck state, multiple coordinated control commands are generated, including: Based on the vehicle's stuck state, a coordinated control command for the power control function is generated; Based on the vehicle's stuck state, a coordinated control command for the rear wheel steering control function is generated; Based on the vehicle's stuck condition, a coordinated control command for the braking control function is generated; Based on the vehicle's stuck state, a coordinated control command for the suspension control function is generated.

4. The vehicle traction control method according to claim 3, characterized in that, The coordinated control commands for the power control function include torque control commands; The step of generating the coordinated control command for the power control function based on the vehicle's stuck state includes: Based on the vehicle's stuck state, obtain the actual wheel speed of the wheel that is stuck. The target torque is determined based on the actual wheel speed and the preset target wheel speed; Based on the target torque, a final torque control command is generated; wherein the torque control command is used to control the actuator corresponding to the power control function to output the target torque.

5. The vehicle traction control method according to claim 4, characterized in that, The method further includes: The system obtains the driver's required torque, the motor's maximum torque, the torque based on the wheel-side adhesion coefficient, and the maximum torque difference between the two wheels of the axle to which the wheel in the stuck state belongs; wherein the driver's required torque refers to the torque calculated based on the accelerator pedal depth when the driver presses the accelerator, and the torque based on the wheel-side adhesion coefficient refers to the torque calculated based on the wheel-side adhesion coefficient. The minimum value among the driver's required torque, the maximum torque of the motor, the torque based on the wheel-side adhesion coefficient, and the target torque is determined as the final target torque; wherein the torque difference between the two wheels corresponding to the axle to which the target torque belongs is not allowed to exceed the maximum torque difference.

6. The vehicle traction control method according to claim 3, characterized in that, Before generating the coordinated control command for the power control function based on the vehicle's stuck state, the method further includes: The system checks whether the power control function meets the conditions for escaping difficulties; these conditions include preconditions for escaping difficulties and activation conditions for escaping difficulties. The prerequisite for the vehicle to escape from trouble is that an instruction to activate the vehicle's escape mode is received, and the electric drive axle is configured with a coaxial dual motor configuration. The activation condition for the escape procedure is: the driver's required torque reaches a preset required torque threshold. When the power control function is detected to meet the conditions for escaping the obstacle, the coordinated control command for the power control function will continue to be generated.

7. The vehicle traction control method according to claim 3, characterized in that, The coordinated control commands for the rear wheel steering control function include rear wheel sway control commands; The step of generating the coordinated control command for the rear wheel steering control function based on the vehicle's stuck state includes: Based on the vehicle's stuck condition, determine whether the left or right rear wheel is among the stuck wheels; If it is determined that the left or right rear wheel is among the wheels in the stuck state, the rear wheel steering swing pattern is obtained; wherein the rear wheel steering swing pattern is obtained in response to the driver's input operation on the human-machine interface page; When the oscillation mode is automatic, if the accelerator pedal opening is detected to be greater than the preset accelerator pedal opening and the vehicle is in driving gear, the vehicle speed is acquired; based on the vehicle speed, the first oscillation amplitude and oscillation speed of the wheel are determined; based on the first oscillation amplitude and the oscillation speed, a first rear wheel oscillation control command is generated; wherein the first rear wheel oscillation control command is used to control the actuator corresponding to the rear wheel steering control function to control the rear wheel in the stuck state to oscillate according to the first oscillation amplitude and the oscillation speed; When the oscillation mode is manual, a second oscillation amplitude is obtained, and a second rear wheel oscillation control command is generated based on the second oscillation amplitude; wherein the second rear wheel oscillation control command is used to control the actuator corresponding to the rear wheel steering control function to control the rear wheel in the stuck state to oscillate according to the second oscillation amplitude; wherein the second oscillation amplitude is obtained in response to the driver's input operation on the human-machine interaction page; When the oscillation mode is follow-up, the steering wheel angle is obtained; the third oscillation amplitude is obtained based on the steering wheel angle; the third rear wheel oscillation control command is generated based on the third oscillation amplitude; wherein the third rear wheel oscillation control command is used to control the actuator corresponding to the rear wheel steering control function to control the rear wheel in the trapped state to oscillate according to the third oscillation amplitude.

8. The vehicle traction control method according to claim 7, characterized in that, The method further includes: Obtain the first maximum steering angle value allowed by the actuator corresponding to the rear wheel steering control function; When the vehicle door is in the open state, the second maximum steering angle value allowed by the actuator corresponding to the rear wheel steering control function is obtained; Receive the third maximum angle value sent by the functional safety system; The minimum value among the first maximum turning angle value, the second maximum turning angle value, and the third maximum turning angle value is determined as the safe turning angle value; When the actuator corresponding to the rear wheel steering control function controls the rear wheel in a stuck state to swing according to the first maximum swing amplitude, the second maximum swing amplitude, or the third maximum swing amplitude, the maximum steering angle value shall not exceed the safe steering angle value.

9. The vehicle traction control method according to claim 3, characterized in that, The coordinated control commands for the braking control function include a control command to lock one side of the wheels and a pressure-holding control command. The step of generating the coordinated control command for the braking control function based on the vehicle's stuck state includes: Based on the vehicle's stuck state, obtain the number of wheels that are stuck. If one of the wheels is stuck, a locking single-wheel control command is generated; wherein the locking single-wheel control command is used to control the actuator corresponding to the braking control function to apply a first braking torque to the stuck wheel to limit the stuck wheel from spinning. If multiple wheels are stuck, the wheel speed of each wheel in the stuck state is obtained. Based on the wheel speeds of each wheel, obtain the wheel speed difference between any two wheels; Among the two wheels corresponding to the maximum wheel speed difference, the wheel with the larger wheel speed is identified as the wheel in a slipping state; If the maximum wheel speed difference remains unchanged within the third preset time period, a pressure holding control command is generated; wherein the pressure holding control command is used to control the actuator corresponding to the braking control function to apply a second braking torque to the wheel in the slipping state, and control the wheel in the slipping state to stop.

10. The vehicle traction control method according to claim 9, characterized in that, The method further includes: Obtain the first maximum braking torque corresponding to the wheel-side adhesion coefficient; The actuator of the braking control function is allowed to provide a second maximum braking torque; The minimum value among the first maximum braking torque, the second maximum braking torque, and the first braking torque is determined as the final first braking torque; The minimum value among the first maximum braking torque, the second maximum braking torque, and the second braking torque is determined as the final second braking torque.

11. The vehicle traction control method according to claim 3, characterized in that, The coordinated control commands for the suspension control function include sway commands; The step of generating coordinated control commands for the suspension control function based on the vehicle's stuck state includes: The suspension sway pattern and suspension sway frequency are obtained; wherein the suspension sway pattern and the suspension sway frequency are both obtained in response to the driver's input operation on the human-machine interface; A sway command is generated based on the suspension sway pattern and the suspension sway frequency; wherein the sway command is used to control the actuator corresponding to the suspension control function to sway according to the suspension sway pattern and the suspension sway frequency, transferring the vertical load of the wheel in the stuck state to the wheel that is not stuck; wherein the actuator corresponding to the suspension control function is an active stabilizer bar.

12. The vehicle traction control method according to any one of claims 1-11, characterized in that, The method further includes: The actual wheel speed, vehicle speed, Ackerman yaw rate, measured yaw rate, and steering wheel angle of each wheel of the vehicle are obtained; wherein the Ackerman yaw rate refers to the theoretical yaw rate of the vehicle in a non-slip state. Receive the actual vehicle speed transmitted by the satellite positioning system; If, within a fourth preset time period, the difference between the Ackerman yaw rate and the measured yaw rate remains less than a preset yaw rate difference threshold; or, within a fifth preset time period, the difference between the vehicle speed and the actual vehicle speed remains less than a preset vehicle speed difference threshold; or, the steering wheel angle is less than or equal to a preset steering wheel angle, and the difference in actual wheel speeds of each wheel is less than or equal to a preset wheel speed difference, and the vehicle speed is greater than or equal to a preset vehicle speed, then the vehicle is determined to have successfully escaped the predicament.

13. An electronic device, characterized in that, include: At least one processor; The system includes a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to cause the at least one processor to perform the vehicle evacuation control method according to any one of claims 1-12.

14. A computer storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the vehicle extrication control method as described in any one of claims 1-12.

15. A computer program product, comprising a computer program, characterized in that, When executed by a processor, the computer program implements the vehicle scrambling control method as described in any one of claims 1-12.

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