Vehicle escape method and apparatus, and electronic device and storage medium

Abstract

Disclosed is a vehicle escape method. The method comprises: receiving an escape mode activation signal, and switching a vehicle traveling mode from a normal mode to an escape mode; acquiring an alternating driving frequency of a front electric motor group and a rear electric motor group in the escape mode; acquiring a pressure value of each air spring that is currently collected by an air suspension; on the basis of the pressure value of each air spring, calculating the current offset frequency of the air suspension, a driving power corresponding to the front electric motor group and a driving power corresponding to the rear electric motor group; controlling the air suspension to vertically oscillate according to the current offset frequency of the air suspension; and on the basis of the alternating driving frequency and the driving powers respectively corresponding to the front electric motor group and the rear electric motor group, alternately driving the front electric motor group and the rear electric motor group until an escape mode exit signal is received, such that a vehicle exits the escape mode and is switched to the normal mode. The method enables a vehicle to quickly escape in muddy road conditions, thereby improving the reliability of the vehicle. Also disclosed are a vehicle escape apparatus using the method, and an electronic device and a storage medium.

Description

Vehicle escape method, device, electronic device and storage medium

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office on January 2, 2024, with application number 2024100049882 and application name “Vehicle Escape Method, Device, Electronic Device and Storage Medium”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to, but is not limited to, vehicle control technology, and more specifically, to a vehicle escape method, device, electronic device, and storage medium. Background Art

[0003] With the development of the automobile industry, automobiles are used more and more widely in production and life, bringing great convenience to people's transportation. In rainy weather, when vehicles are driving on muddy roads in the countryside, they are often easily stuck in the muddy road and the wheels slip.

[0004] In actual applications, due to the driver's skill level and driving experience, it is impossible to successfully escape the vehicle, and it may even make the predicament worse, further aggravating the difficulty of escaping the vehicle.

[0005] Therefore, how to quickly get the vehicle out of trouble on muddy roads and improve the reliability of the vehicle has become a problem that needs to be solved urgently. Summary of the Invention

[0006] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0007] The purpose of this application is to provide a vehicle escape method, device, electronic device and storage medium to improve the situation where a vehicle cannot be quickly escaped from muddy road conditions.

[0008] In a first aspect, the present application provides a vehicle escape method, which is applied to a four-motor drive system, wherein the four-motor drive system includes a front motor group, a rear motor group and an air suspension; the air suspension includes an air spring corresponding to each wheel; the method includes: receiving an escape mode start signal to switch the vehicle driving mode from a normal mode to an escape mode; obtaining the alternating drive frequency of the front motor group and the rear motor group in the escape mode; obtaining the pressure value of each air spring currently collected by the air suspension; calculating the current frequency deviation of the air suspension based on the pressure value of each air spring; calculating the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group based on the pressure value of each air spring; controlling the air suspension to vibrate up and down according to the current frequency deviation of the air suspension; and, based on the alternating drive frequency, alternately driving the front motor group and the rear motor group according to the driving power corresponding to each of the front motor group and the rear motor group, until a escape mode exit signal is received, and the escape mode is exited and switched to the normal mode.

[0009] In some possible embodiments, the alternating driving of the front motor group and the rear motor group according to the driving powers corresponding to the front motor group and the rear motor group respectively based on the alternating driving frequency includes: based on the alternating driving frequency, alternatingly sending a first driving instruction and a second driving instruction to the front motor group and the rear motor group respectively, so that the front motor group operates in response to the first driving instruction, and so that the rear motor group operates in response to the second driving instruction; wherein the first driving instruction includes: the driving power corresponding to the front motor group; the second driving instruction includes: the driving power corresponding to the rear motor group.

[0010] In some possible embodiments, the method further includes: in the escape mode, based on the alternating drive frequency, determining the alternating period between the front motor group and the rear motor group; when the alternating period arrives, collecting the front wheel speed and the rear wheel speed of the vehicle; and, based on the front wheel speed and the rear wheel speed of the vehicle, calculating the slip rate of the vehicle; if the slip rate of the vehicle is less than a preset threshold value and the escape mode exit signal is received, exiting the escape mode and switching to the normal mode; if the slip rate of the vehicle is not less than the preset threshold value, not exiting the escape mode.

[0011] In some possible embodiments, the calculation of the driving power corresponding to the current front motor group and the driving power corresponding to the current rear motor group based on the pressure value of each air spring includes: calculating the current center of mass position of the vehicle based on the pressure value of each air spring; calculating the power distribution ratio corresponding to the current front motor group and the rear motor group based on the current center of mass position of the vehicle; determining the current total driving power of the vehicle, and calculating the driving power corresponding to the current front motor group and the driving power corresponding to the current rear motor group based on the power distribution ratio corresponding to the current front motor group and the rear motor group.

[0012] In some possible implementations, the calculation of the current frequency offset of the air suspension based on the pressure value of each air spring includes: obtaining the stiffness coefficient of each air spring; for each air spring, calculating the vibration frequency corresponding to the air spring based on the pressure value of the air spring and the stiffness coefficient of the air spring according to the spring vibration frequency formula; calculating the average value of the vibration frequencies corresponding to all air springs, and using the average value as the current frequency offset of the air suspension.

[0013] In the second aspect, the present application provides a vehicle escape device, which is applied to a four-motor drive system, wherein the four-motor drive system includes a front motor group, a rear motor group and an air suspension; the air suspension includes an air spring corresponding to each wheel; the device includes: a receiving module for receiving an escape mode start signal to switch the vehicle driving mode from a normal mode to an escape mode; a first acquisition module for acquiring the alternating drive frequency of the front motor group and the rear motor group in the escape mode; a second acquisition module for acquiring the pressure value of each air spring collected by the current air suspension; a first calculation module for obtaining the pressure value of each air spring collected by the current air suspension; and a first calculation module for obtaining the pressure value of each air spring collected by the current air suspension. The pressure value of each air spring is used to calculate the current frequency deviation of the air suspension; a second calculation module is used to calculate the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group based on the pressure value of each air spring; a control module is used to control the air suspension to vibrate up and down according to the current frequency deviation of the air suspension; a driving module is used to alternately drive the front motor group and the rear motor group according to the driving power corresponding to each of the front motor group and the rear motor group based on the alternating driving frequency, until an exit signal of the escape mode is received, and the escape mode is exited to switch to the normal mode.

[0014] In some possible embodiments, the driving module is specifically used to: based on the alternating driving frequency, alternately send a first driving instruction and a second driving instruction to the front motor group and the rear motor group, respectively, so that the front motor group operates in response to the first driving instruction, and so that the rear motor group operates in response to the second driving instruction; wherein, the first driving instruction includes: the driving power corresponding to the front motor group; the second driving instruction includes: the driving power corresponding to the rear motor group.

[0015] In some possible embodiments, the device further includes: a determination module for determining the alternating period between the front motor group and the rear motor group based on the alternating drive frequency in the escape mode; a collection module for collecting the front wheel speed and the rear wheel speed of the vehicle when the alternating period arrives; a third calculation module for calculating the slip rate of the vehicle based on the front wheel speed and the rear wheel speed of the vehicle; a processing module for exiting the escape mode and switching to the normal mode if the slip rate of the vehicle is less than a preset threshold and the escape mode exit signal is received; and not exiting the escape mode if the slip rate of the vehicle is not less than the preset threshold.

[0016] In some possible embodiments, the second calculation module is specifically used to: calculate the current center of mass position of the vehicle based on the pressure value of each air spring; calculate the power distribution ratio corresponding to the current front motor group and the rear motor group based on the current center of mass position of the vehicle; determine the current total driving power of the vehicle, and calculate the driving power corresponding to the current front motor group and the driving power corresponding to the current rear motor group based on the power distribution ratio corresponding to the current front motor group and the rear motor group.

[0017] In some possible embodiments, the first calculation module is specifically used to: obtain the spring constant of each air spring; for each air spring, calculate the vibration frequency corresponding to the air spring based on the spring vibration frequency formula, the pressure value of the air spring and the spring constant of the air spring; calculate the average value of the vibration frequencies corresponding to all air springs, and use the average value as the current frequency deviation of the air suspension.

[0018] In a third aspect, the present application provides an electronic device comprising: a processor, and a memory communicatively connected to the processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory to implement the method as described above.

[0019] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to implement the method as described above when executed by a processor.

[0020] In a fifth aspect, the present application provides a computer program product, comprising a computer program, which implements the method described above when executed.

[0021] In a sixth aspect, the present application provides a computer program, and when the computer program runs on a computer, the computer executes the method as described above.

[0022] The vehicle escape method, device, electronic device and storage medium provided in the present application receive an escape mode start signal to switch the vehicle driving mode from the normal mode to the escape mode; obtain the alternating driving frequency of the front motor group and the rear motor group in the escape mode; obtain the pressure value of each air spring collected by the current air suspension; calculate the current air suspension's frequency deviation, the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group based on the pressure value of each air spring; control the air suspension to vibrate up and down according to the current air suspension's frequency deviation; and, based on the alternating driving frequency, alternately drive the front motor group and the rear motor group according to their respective driving powers until a escape mode exit signal is received, and exit the escape mode and switch to the normal mode. The solution of the present application calculates the current air suspension frequency deviation, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group based on the pressure value of each air spring; wherein, each control spring is set corresponding to each wheel, and based on the pressure values ​​of all air springs, the degree of inclination of the vehicle and the depth of sinking into the muddy road can be determined. Therefore, the current air suspension frequency deviation, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are suitable for the current vehicle situation; the air suspension is controlled to vibrate up and down according to the current air suspension frequency deviation, and the maximum inertia force oscillation is generated through resonance, so that the vehicle obtains an oscillating dynamic load; and based on the alternating drive frequency, the front motor group and the rear motor group are alternately driven according to their respective driving powers, which can obtain the maximum escape ability under the repeatedly alternating drive characteristics, can enable the vehicle to escape quickly, and improve the reliability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0024] FIG1 is a schematic flow chart of a vehicle escape method provided in Example 1 of the present application;

[0025] FIG2 is a flow chart of another vehicle escape method provided in Example 1 of the present application;

[0026] FIG3 is a schematic diagram of a process flow of a vehicle escape method provided in Example 2 of the present application;

[0027] FIG4 is a schematic structural diagram of a vehicle escape device provided in Example 3 of the present application;

[0028] FIG5 is a schematic diagram of a four-motor drive system architecture provided by Embodiment 3 of this application;

[0029] FIG6 is a schematic diagram of the structure of an electronic device provided in Example 4 of the present application.

[0030] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0031] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0032] It should be noted that the brief descriptions of terms in this application are only for the purpose of facilitating the understanding of the embodiments described below, and are not intended to limit the embodiments of this application. Unless otherwise specified, these terms should be understood according to their ordinary and usual meanings.

[0033] In the specification and claims of this application and the drawings, the terms "first," "second," and the like are used to distinguish similar or similar objects or entities and are not necessarily intended to limit a particular order or precedence, unless otherwise indicated. It should be understood that the terms used in this manner are interchangeable where appropriate, for example, enabling implementation in an order other than that shown or described in the drawings or descriptions of the embodiments of this application.

[0034] In addition, the terms "including" and "having" and any variations thereof are intended to cover, but not exclude, inclusion. For example, a product or device comprising a list of components is not necessarily limited to those components explicitly listed, but may include other components not explicitly listed or inherent to such products or devices. The term "module" as used in this application refers to any known or later developed hardware, software, firmware, artificial intelligence, fuzzy logic, or combination of hardware and / or software code that is capable of performing the functions associated with the element.

[0035] With the development of the automobile industry, automobiles are used more and more widely in the fields of production and life, providing great convenience for people's transportation. In rainy weather, when vehicles are driving on muddy roads in the countryside, they are often prone to getting stuck in the muddy road and causing wheel slippage.

[0036] In practice, due to differences in driver skill and experience, successful vehicle extrication may be impossible, and may even worsen the situation, further exacerbating the difficulty of extrication. For example, after a vehicle gets stuck on a muddy road, the driver may instinctively increase the throttle and wheel speed in an attempt to free it. This often results in the wheels spinning too quickly, throwing away the ground material (mud, sand, etc.) that originally supported the wheel's weight and friction, potentially causing the wheel to sink deeper. Furthermore, more mud and sand will accumulate in the gaps between the wheels, reducing the friction coefficient and making the vehicle even more difficult to extricate.

[0037] The technical content provided in this application is intended to improve the above-mentioned technical problems in an optional manner.

[0038] In an embodiment of the present application, based on the pressure value of each air spring, the current frequency deviation of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are calculated; wherein, each control spring is set corresponding to each wheel, and based on the pressure values ​​of all air springs, the degree of inclination of the vehicle and the depth of sinking into the muddy road can be determined. Therefore, the current frequency deviation of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are suitable for the current vehicle situation; the air suspension is controlled to vibrate up and down according to the current frequency deviation of the air suspension, and the maximum inertial force oscillation is generated through resonance, so that the vehicle obtains an oscillating dynamic load; and based on the alternating drive frequency, the front motor group and the rear motor group are alternately driven according to their respective driving powers, which can obtain the maximum escape ability under the repeatedly alternating drive characteristics, can enable the vehicle to escape quickly, and improve the reliability of the vehicle.

[0039] The technical solutions of the present application and the technical solutions of the present application are described in detail below with reference to specific embodiments. The following specific embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in certain embodiments. In the description of the present application, unless otherwise clearly specified and limited, each term should be understood in a broad sense within the art. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0040] Example 1

[0041] FIG1 is a flow chart of a vehicle escape method provided in Example 1 of the present application, which is applied to a four-motor drive system. The four-motor drive system includes a front motor group, a rear motor group, and an air suspension. The air suspension includes an air spring corresponding to each wheel. As shown in FIG1 , the method includes the following steps:

[0042] Step 101: receiving an escape mode start signal and switching the vehicle driving mode from a normal mode to an escape mode;

[0043] Step 102: Acquire the alternating driving frequency of the front motor group and the rear motor group in the escape mode;

[0044] Step 103: Obtain the pressure value of each air spring collected by the current air suspension;

[0045] Step 104: Calculate the current frequency deviation of the air suspension based on the pressure value of each air spring;

[0046] Step 105: Calculate the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group based on the pressure value of each air spring;

[0047] Step 106: Control the air suspension to vibrate up and down according to the current frequency deviation of the air suspension; and, based on the alternating drive frequency, alternately drive the front motor group and the rear motor group according to their respective driving powers until an exit signal from the escape mode is received, and exit the escape mode and switch to the normal mode.

[0048] In practical applications, the vehicle escape method can be implemented by a vehicle escape device. There are many ways to implement a vehicle escape device, including, for example, a computer program, such as application software, or a chip. Alternatively, the method can be implemented as a medium storing the relevant computer program, such as a USB flash drive or cloud storage device. Alternatively, the method can be implemented as a physical device, such as a server, that integrates or installs the relevant computer program.

[0049] The escape mode activation signal is a condition for switching the vehicle's driving mode. Upon receiving the escape mode exit signal, the vehicle's driving mode is switched from the normal mode to the escape mode. In one example, an escape mode button can be provided in the vehicle. If the vehicle is stuck in muddy road conditions, the driver can press the escape mode button at the initial stage of the distress to send an escape mode activation signal to the vehicle escape device, switching the vehicle's driving mode from the normal mode to the escape mode.

[0050] In this embodiment, the front motor group and the rear motor group are differentially controlled to drive the front motor group and the rear motor group to operate alternately to output reverse torque, so that the vehicle has driving force in the forward and backward directions; and the air suspension is controlled to vibrate up and down according to the current air suspension frequency deviation, and the maximum inertial force oscillation is generated through resonance, so that the vehicle obtains an oscillating dynamic load and can obtain the maximum escape ability under the repeatedly alternating driving characteristics.

[0051] In actual applications, the alternating drive frequency can be adjusted according to actual conditions. For example, under the current road conditions, the road is relatively smooth and it is difficult for the vehicle to get out of trouble. A larger alternating drive frequency can be set, and the front motor group and the rear motor group alternately operate more frequently, which can better help the vehicle get out of trouble. Optionally, the alternating drive frequency can be gradually reduced as the vehicle gets out of trouble. Specifically, at the beginning of the escape mode, the vehicle is stuck in the mud to a large extent, and a larger alternating drive frequency is needed to help the vehicle get out of trouble; after a period of time, the degree to which the vehicle is stuck in the mud becomes smaller, and the alternating drive frequency can be reduced to help the vehicle get out of trouble; until the vehicle is out of trouble, the driver releases the escape mode button, sends an escape mode exit signal to the vehicle escape device, and the vehicle exits the escape mode and switches to normal mode.

[0052] In practice, there are many situations in which a vehicle can get stuck in mud, such as the entire vehicle getting stuck in the mud, the vehicle being stuck deep in the mud, and the vehicle being stuck in the mud at a shallow depth. In this embodiment, the air suspension includes an air spring corresponding to each wheel. The current pressure value of each air spring can be used to determine the vehicle's current tilt and the depth of the vehicle's immersion in the mud. In other words, the current pressure value of each air spring accurately reflects the vehicle's current condition.

[0053] On this basis, the current frequency offset of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group calculated based on the current pressure value of each air spring can be more suitable for the current vehicle situation. Specifically, the frequency offset of the air suspension is calculated based on the pressure value of each air spring. The frequency offset of the air suspension is in line with the current vehicle situation and can make the vehicle produce a frequency of resonance. Controlling the suspension to vibrate up and down according to the current frequency offset of the air suspension can generate maximized inertial force oscillations, so that the vehicle obtains an oscillating dynamic load. Specifically, after determining the total driving power of the current vehicle, the driving power corresponding to the current front motor group and the driving power corresponding to the rear motor group are allocated according to the pressure value of each air spring, that is, the driving power corresponding to the current front motor group and the driving power corresponding to the rear motor group are reasonably allocated according to the actual vehicle situation, which can help the vehicle get out of trouble more accurately.

[0054] It can be understood that by controlling the air suspension to vibrate up and down according to the current air suspension's frequency deviation, the maximum inertial force oscillation is generated through resonance, so that the vehicle obtains an oscillating dynamic load; and based on the alternating drive frequency, the front motor group and the rear motor group are alternately driven according to their respective driving powers, which can obtain the maximum escape ability under the repeatedly alternating drive characteristics, enable the vehicle to escape quickly, and improve the reliability of the vehicle.

[0055] Optionally, a driving instruction can be sent to the front motor group and the rear motor group based on an alternating driving frequency to drive the front motor group and the rear motor group to operate. In one possible implementation, FIG2 is a flow chart of another vehicle escape method provided in Example 1 of the present application. As shown in FIG2 , based on the above figure, the above step 106 includes:

[0056] Step 201: Control the air suspension to vibrate up and down according to the current frequency offset of the air suspension;

[0057] Step 202: Based on the alternating drive frequency, alternately send the first drive instruction and the second drive instruction to the front motor group and the rear motor group respectively, so that the front motor group operates in response to the first drive instruction, and so that the rear motor group operates in response to the second drive instruction, until the escape mode exit signal is received, and the escape mode is exited and switched to the normal mode; wherein the first drive instruction includes: the driving power corresponding to the front motor group; the second drive instruction includes: the driving power corresponding to the rear motor group.

[0058] In conjunction with the above example, the current driving power corresponding to the front motor group and the driving power corresponding to the rear motor group are allocated based on the current pressure value of each air spring. In practice, the current driving power corresponding to the front motor group and the driving power corresponding to the rear motor group are updated in real time based on the current pressure value of each air spring. The first driving instruction is used to drive the front motor group, and the first driving instruction includes the driving power corresponding to the front motor group. The second driving instruction is used to drive the rear motor group, and the second driving instruction includes the driving power corresponding to the rear motor group.

[0059] In practical applications, the alternating cycle between the front motor group and the rear motor group can be determined based on the alternating drive frequency. Specifically, when the alternating cycle of the front motor group arrives, a first drive instruction is sent to the front motor group. After receiving the first drive instruction, the front motor group obtains the current drive power corresponding to the front motor group and, in response to the first drive instruction, operates according to the current drive power corresponding to the front motor group. Correspondingly, when the alternating cycle of the rear motor group arrives, a second drive instruction is sent to the rear motor group. After receiving the second drive instruction, the rear motor group obtains the current drive power corresponding to the rear motor group and, in response to the second drive instruction, operates according to the current drive power corresponding to the rear motor group.

[0060] In this embodiment, based on the pressure value of each air spring, the current frequency offset of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are calculated; wherein, each control spring is set corresponding to each wheel, and based on the pressure values ​​of all air springs, the degree of inclination of the vehicle and the depth of sinking into the muddy road can be determined. Therefore, the current frequency offset of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are suitable for the current vehicle condition; the air suspension is controlled to vibrate up and down according to the current frequency offset of the air suspension, and the maximum inertial force oscillation is generated through resonance, so that the vehicle obtains an oscillating dynamic load; and based on the alternating drive frequency, the first drive instruction and the second drive instruction are alternately sent to the front motor group and the rear motor group, respectively, so that the front motor group responds to the first drive instruction and operates according to the current driving power corresponding to the front motor group, and so that the rear motor group responds to the second drive instruction and operates according to the current driving power corresponding to the rear motor group. The maximum escape capability can be obtained under the repeatedly alternating drive characteristics, the vehicle can be quickly escaped, and the reliability of the vehicle is improved.

[0061] Optionally, regarding a method for determining whether the vehicle is out of trouble, in one possible implementation, the method further includes:

[0062] In the escape mode, determining the alternating period between the front motor group and the rear motor group based on the alternating drive frequency;

[0063] When the alternating cycle arrives, the front wheel speed and the rear wheel speed of the vehicle are collected; and the slip rate of the vehicle is calculated based on the front wheel speed and the rear wheel speed of the vehicle;

[0064] If the vehicle's slip rate is less than a preset threshold and a signal to exit the escape mode is received, the escape mode is exited and switched to normal mode; if the vehicle's slip rate is not less than the preset threshold, the escape mode is not exited.

[0065] The slip ratio is also called the sliding rate. The slip ratio refers to the proportion of the sliding component in the wheel movement and can be represented by S. For example, the calculation formula of the slip ratio S can be expressed as:

[0066] In the above formula, u is the vehicle speed, u W is the wheel speed, ω is the wheel rolling angular velocity, and r is the radius of the wheel. When the wheel rolls, u W =u, S = 0; when the wheel suddenly stops and slides, u W =0, S=100%; when the wheel rolls and slides, u>u W , 0<S<100%, the greater the wheel slip rate, the greater the proportion of the sliding component in the wheel movement.

[0067] In this embodiment, the vehicle's slip rate can be the average of the slip rates of all wheels. Specifically, when the alternating cycle arrives, the front and rear wheel speeds of the vehicle are collected, the slip rate of each wheel is calculated, and the vehicle's slip rate is calculated based on the slip rates of each wheel. Optionally, after obtaining the slip rates of each wheel, the maximum slip rate is used as the vehicle's slip rate.

[0068] It can be understood that when the vehicle's slip rate is less than the preset threshold, it means that the current vehicle's sliding component in motion accounts for a small proportion, indicating that the current vehicle has escaped, and the driver releases the escape mode button to exit the escape mode and switch to normal mode. When the vehicle's slip rate is not less than the preset threshold, it means that the current vehicle's sliding component in motion accounts for a large proportion, indicating that the current vehicle has not escaped, and the driver has not released the escape mode button, so the escape mode is not exited. In actual application, when the vehicle's slip rate is not less than the preset threshold, the driver does not release the escape mode button, does not exit the escape mode, and drives the motor group corresponding to the current alternating cycle to operate.

[0069] In this embodiment, when each alternating cycle arrives, it is determined whether the current vehicle needs to exit the escape mode based on the vehicle's slip rate. If the vehicle has not exited the escape mode, the motor group corresponding to the alternating cycle is driven to operate, which can more accurately control the vehicle to escape from the distress and improve the accuracy of vehicle control.

[0070] Optionally, in a possible implementation manner, the above step 105 includes:

[0071] Calculate the current center of mass position of the vehicle based on the pressure value of each air spring;

[0072] Based on the current center of mass position of the vehicle, the power distribution ratio corresponding to the front motor group and the rear motor group is calculated;

[0073] Determine the current total driving power of the vehicle, and based on the current power distribution ratio corresponding to the above-mentioned front motor group and the rear motor group, calculate the current driving power corresponding to the above-mentioned front motor group and the current driving power corresponding to the rear motor group.

[0074] The center of mass refers to an imaginary point in a material system where mass is considered to be concentrated. The vehicle's current center of mass is the location where the vehicle's mass is currently concentrated. In practice, each air spring is associated with a wheel, so the pressure of each air spring can be approximately equal to the wheel load associated with that air spring.

[0075] Specifically, the center of mass position of a vehicle is divided into: the lateral position of the center of mass, the longitudinal position of the center of mass, and the height position of the center of mass. In this embodiment, the calculation method of the lateral position of the center of mass is not limited. For example, for a vehicle with equal front and rear axle track, the calculation formula of the lateral position of the center of mass can be expressed as:

[0076] Among them, B1 and B2 are the distances from the lateral position of the center of mass to the center of the left wheel and the center of the right wheel respectively; B is the distance from the left wheel to the right wheel; Z1 and Z2 are the sum of the left and right wheel loads respectively (i.e., the sum of the pressure values ​​of the air springs corresponding to the left front and rear wheels and the sum of the pressure values ​​of the air springs corresponding to the right front and rear wheels); m is the vehicle mass; and g is the acceleration due to gravity.

[0077] In this embodiment, the calculation method of the longitudinal position of the center of mass is not limited. For example, the calculation formula of the longitudinal position of the center of mass can be expressed as:

[0078] Among them, a and b are the distances from the center of mass of the vehicle to the front and rear axles, L is the vehicle wheelbase, and Z is the distance from the center of mass of the vehicle to the front and rear axles, respectively. r and Z f are the front and rear axle loads respectively (i.e. the sum of the pressure values ​​of the air springs corresponding to the left and right front wheels and the sum of the pressure values ​​of the air springs corresponding to the left and right rear wheels); m1 and m2 are the front and rear axle loads respectively, and m is the vehicle equipment mass.

[0079] In this embodiment, there is no limitation on the method for calculating the mass center height position, and the mass center height position can be calculated by the moment balance method, the swing method, and the roll method. For example, the mass center height position h is calculated by the moment balance method.g , the calculation formula can be expressed as:

[0080] Where r is the static radius of the tire, L is the vehicle wheelbase, and β is the corresponding lift angle of the car; Z f is the front wheel axle load when the vehicle is lying flat (i.e., the sum of the pressure values ​​of the air springs corresponding to the left and right front wheels when the vehicle is lying flat), Z' f is the front wheel axle load after the rear axle is lifted (that is, when the rear wheels of the vehicle are lifted, the sum of the pressure values ​​of the air springs corresponding to the left and right front wheels), m is the mass of the vehicle equipment, and g is the acceleration due to gravity.

[0081] It can be understood that by calculating the current center of mass position of the vehicle based on the pressure value of each air spring, the degree of inclination of the vehicle and the depth of the vehicle stuck in the muddy road can be determined. Therefore, by calculating the power distribution ratio corresponding to the current front motor group and rear motor group based on the current center of mass position of the vehicle, a reasonable distribution of the total driving power of the vehicle can be achieved, which can help the vehicle get out of trouble as soon as possible.

[0082] Specifically, after determining the current total driving power of the vehicle, the product of the total driving power and the power distribution ratio corresponding to the front motor group is calculated to obtain the driving power corresponding to the front motor group; the product of the total driving power and the power distribution ratio corresponding to the rear motor group is calculated to obtain the driving power corresponding to the rear motor group.

[0083] In this embodiment, the current frequency offset of the air suspension is calculated based on the pressure value of each air spring; the current center of mass position of the vehicle is calculated based on the pressure value of each control spring, and the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group are calculated based on the current center of mass position of the vehicle; wherein, each control spring is set corresponding to each wheel, and based on the pressure values ​​of all air springs, the degree of inclination of the vehicle and the depth of sinking into the muddy road can be determined. Therefore, the current frequency offset of the air suspension, the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group are suitable for the current vehicle situation; the air suspension is controlled to vibrate up and down according to the current frequency offset of the air suspension, and the maximum inertia force oscillation is generated through resonance, so that the vehicle obtains an oscillating dynamic load; and based on the alternating drive frequency, the front motor group and the rear motor group are alternately driven according to the driving power corresponding to each of the front motor group and the rear motor group, which can obtain the maximum escape ability under the repeated alternating drive characteristics, can enable the vehicle to escape quickly, and improve the reliability of the vehicle.

[0084] Optionally, in a possible implementation manner, the above step 104 includes:

[0085] Get the spring rate of each air spring;

[0086] For each air spring, calculate the corresponding vibration frequency of the air spring based on the pressure value and the spring constant of the air spring according to the spring vibration frequency formula;

[0087] Calculate the average value of the vibration frequencies corresponding to all air springs, and use the average value as the offset frequency of the current air suspension.

[0088] The spring coefficient k is also called the elastic coefficient. The spring coefficient of the air spring represents the elastic force generated by the air spring per unit deformation. For example, the spring vibration frequency p corresponding to the air spring i is i for:

[0089] Specifically, k i is the stiffness coefficient of air spring i, m i is the wheel load mass corresponding to air spring i (i.e. the ratio of the pressure value of air spring i to the acceleration of gravity g).

[0090] In this embodiment, the vibration frequencies corresponding to all air springs are comprehensively considered to calculate the current air suspension's frequency offset. Specifically, after calculating the vibration frequencies corresponding to all air springs, the average of these frequencies is calculated and used as the current air suspension's frequency offset. The air suspension is then controlled to vibrate up and down according to the current frequency offset. This maximizes inertial force oscillation through resonance, thereby applying an oscillating dynamic load to the vehicle.

[0091] In the vehicle escape method provided by the present embodiment, an escape mode start signal is received, and the vehicle driving mode is switched from the normal mode to the escape mode; the alternating driving frequency of the front motor group and the rear motor group in the escape mode is obtained; the pressure value of each air spring collected by the current air suspension is obtained; the current air suspension frequency deviation, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are calculated based on the pressure value of each air spring; the air suspension is controlled to vibrate up and down according to the current air suspension frequency deviation; and, based on the alternating driving frequency, the front motor group and the rear motor group are alternately driven according to the driving power corresponding to each of the front motor group and the rear motor group, until an escape mode exit signal is received, and the escape mode is exited and switched to the normal mode. In an embodiment of the present application, based on the pressure value of each air spring, the current frequency deviation of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are calculated; wherein, each control spring is set corresponding to each wheel, and based on the pressure values ​​of all air springs, the degree of inclination of the vehicle and the depth of sinking into the muddy road can be determined. Therefore, the current frequency deviation of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are suitable for the current vehicle situation; the air suspension is controlled to vibrate up and down according to the current frequency deviation of the air suspension, and the maximum inertial force oscillation is generated through resonance, so that the vehicle obtains an oscillating dynamic load; and based on the alternating drive frequency, the front motor group and the rear motor group are alternately driven according to their respective driving powers, which can obtain the maximum escape ability under the repeatedly alternating drive characteristics, can enable the vehicle to escape quickly, and improve the reliability of the vehicle.

[0092] Example 2

[0093] FIG3 is a flow chart of a vehicle escape method provided in Example 2 of the present application. Taking the vehicle escape by driving the front motor group once and the rear motor group once as an example, the vehicle escape method is described. As shown in FIG3 , the method includes the following steps:

[0094] Step 301: receiving an escape mode start signal and switching the vehicle driving mode from a normal mode to an escape mode;

[0095] Step 302: Acquire the alternating driving frequency of the front motor group and the rear motor group in the escape mode, and determine the alternating period between the front motor group and the rear motor group based on the alternating driving frequency;

[0096] Step 303: Obtain the pressure value of each air spring collected by the current air suspension;

[0097] Step 304: Calculate the current frequency offset of the air suspension based on the pressure value of each air spring;

[0098] Step 305: Calculate the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group based on the pressure value of each air spring;

[0099] Step 306: Control the air suspension to vibrate up and down according to the current frequency offset of the air suspension;

[0100] Step 307: Sending a first driving instruction to the front motor group to control the front motor group to operate according to the driving power corresponding to the front motor group; the first driving instruction includes: the driving power corresponding to the front motor group;

[0101] Step 308: When the alternating cycle arrives, the front wheel speed and the rear wheel speed of the vehicle are collected;

[0102] Step 309: Calculating the vehicle's slip rate based on the front wheel speed and the rear wheel speed of the vehicle;

[0103] Step 310: If the slip ratio of the vehicle is not less than a preset threshold, a first driving instruction is sent to the rear motor group to control the rear motor group to operate according to the driving power corresponding to the rear motor group; the second driving instruction includes: the driving power corresponding to the rear motor group;

[0104] Step 311: When the alternating cycle arrives, the front wheel speed and the rear wheel speed of the vehicle are collected;

[0105] Step 312: Calculating the vehicle slip rate based on the front wheel speed and the rear wheel speed of the vehicle;

[0106] Step 313: The vehicle's slip rate is less than a preset threshold value. After receiving a signal to exit the escape mode, the vehicle exits the escape mode and switches to the normal mode.

[0107] In the vehicle escape method provided by the present embodiment, an escape mode start signal is received, and the vehicle driving mode is switched from the normal mode to the escape mode; the alternating driving frequency of the front motor group and the rear motor group in the escape mode is obtained; the pressure value of each air spring collected by the current air suspension is obtained; the current air suspension frequency deviation, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are calculated based on the pressure value of each air spring; the air suspension is controlled to vibrate up and down according to the current air suspension frequency deviation; and, based on the alternating driving frequency, the front motor group and the rear motor group are alternately driven according to the driving power corresponding to each of the front motor group and the rear motor group, until an escape mode exit signal is received, and the escape mode is exited and switched to the normal mode. In an embodiment of the present application, based on the pressure value of each air spring, the current frequency deviation of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are calculated; wherein, each control spring is set corresponding to each wheel, and based on the pressure values ​​of all air springs, the degree of inclination of the vehicle and the depth of sinking into the muddy road can be determined. Therefore, the current frequency deviation of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are suitable for the current vehicle situation; the air suspension is controlled to vibrate up and down according to the current frequency deviation of the air suspension, and the maximum inertial force oscillation is generated through resonance, so that the vehicle obtains an oscillating dynamic load; and based on the alternating drive frequency, the front motor group and the rear motor group are alternately driven according to their respective driving powers, which can obtain the maximum escape ability under the repeatedly alternating drive characteristics, can enable the vehicle to escape quickly, and improve the reliability of the vehicle.

[0108] Example 3

[0109] FIG4 is a schematic diagram of the structure of a vehicle escape device provided in Example 3 of the present application, which is applied to a four-motor drive system. The four-motor drive system includes a front motor group, a rear motor group, and an air suspension; the air suspension includes an air spring corresponding to each wheel. As shown in FIG4 , the device includes:

[0110] The receiving module 41 is used to receive a vehicle escape mode start signal and switch the vehicle driving mode from the normal mode to the escape mode;

[0111] The first acquisition module 42 is used to acquire the alternating driving frequency of the front motor group and the rear motor group in the escape mode;

[0112] The second acquisition module 43 is used to obtain the pressure value of each air spring collected by the current air suspension;

[0113] A first calculation module 44 is configured to calculate a current frequency deviation of the air suspension based on the pressure value of each air spring;

[0114] A second calculation module 45 is configured to calculate the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group based on the pressure value of each air spring;

[0115] A control module 46 is used to control the air suspension to vibrate up and down according to the current frequency deviation of the air suspension;

[0116] The driving module 47 is used to alternately drive the front motor group and the rear motor group based on the alternating driving frequency and the corresponding driving power of the front motor group and the rear motor group respectively, until an exit signal of the escape mode is received, and the escape mode is exited to switch to the normal mode.

[0117] The escape mode activation signal is a condition for switching the vehicle's driving mode. After receiving the mode signal, the receiving module 41 switches the vehicle's driving mode from the normal mode to the escape mode. In one example, an escape mode button can be provided in the vehicle. If the vehicle is stuck in muddy road conditions, the driver can press the escape mode button at the initial stage of the distress to receive the escape mode activation signal, which sends the escape mode activation signal to the vehicle escape device, switching the vehicle's driving mode from the normal mode to the escape mode.

[0118] In this embodiment, the front motor group and the rear motor group are differentially controlled, and the drive module 47 drives the front motor group and the rear motor group to operate alternately to output reverse torque, so that the vehicle has driving force in the front and rear directions; and the control module 46 controls the air suspension to vibrate up and down according to the current air suspension frequency deviation, and generates maximized inertial force oscillation through resonance, so that the vehicle obtains an oscillating dynamic load, and can obtain the maximum escape ability under the repeatedly alternating driving characteristics.

[0119] In actual applications, the alternating drive frequency can be adjusted according to actual conditions. For example, under the current road conditions, the road is relatively smooth and it is difficult for the vehicle to get out of trouble. A larger alternating drive frequency can be set, and the front motor group and the rear motor group alternately operate more frequently, which can better help the vehicle get out of trouble. Optionally, the alternating drive frequency can be gradually reduced as the vehicle gets out of trouble. Specifically, at the beginning of the escape mode, the vehicle is stuck in the mud to a large extent, and a larger alternating drive frequency is needed to help the vehicle get out of trouble; after a period of time, the degree to which the vehicle is stuck in the mud becomes smaller, and the alternating drive frequency can be reduced to help the vehicle get out of trouble; until the vehicle is out of trouble, the driver releases the escape mode button, sends a escape mode exit signal to the vehicle escape device, and exits the escape mode and switches to normal mode.

[0120] In practice, there are many situations in which a vehicle can get stuck in mud, such as the entire vehicle getting stuck in the mud, the vehicle being stuck deep in the mud, and the vehicle being stuck in the mud at a shallow depth. In this embodiment, the air suspension includes an air spring corresponding to each wheel. The current pressure value of each air spring can be used to determine the vehicle's current tilt and the depth of the vehicle's immersion in the mud. In other words, the current pressure value of each air spring accurately reflects the vehicle's current condition.

[0121] On this basis, the current air suspension frequency offset, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group, calculated by the first calculation module 44 and the second calculation module 45 based on the current pressure value of each air spring, can be more suitable for the current vehicle conditions. Specifically, the air suspension frequency offset is calculated based on the pressure value of each air spring. The air suspension frequency offset is consistent with the current vehicle conditions and can cause the vehicle to resonate. Controlling the suspension to vibrate up and down according to the current air suspension frequency offset can maximize inertial force oscillation, thereby applying an oscillating dynamic load to the vehicle. Specifically, after determining the current total driving power of the vehicle, the current driving power corresponding to the front motor group and the driving power corresponding to the rear motor group are allocated based on the pressure value of each air spring. That is, the current driving power corresponding to the front motor group and the driving power corresponding to the rear motor group are reasonably allocated based on the actual vehicle conditions, which can more accurately help the vehicle escape.

[0122] It can be understood that the control module 46 controls the air suspension to vibrate up and down according to the current air suspension frequency deviation, and generates the maximum inertial force oscillation through resonance, so that the vehicle obtains an oscillating dynamic load; the drive module 47 is based on the alternating drive frequency, and according to the driving power corresponding to each of the front motor group and the rear motor group, alternately drives the front motor group and the rear motor group, which can obtain the maximum escape ability under the repeatedly alternating drive characteristics, can enable the vehicle to escape quickly, and improve the reliability of the vehicle.

[0123] Optionally, in a possible implementation manner, the driving module 47 is specifically configured to:

[0124] Based on the alternating driving frequency, the first driving instruction and the second driving instruction are alternately sent to the front motor group and the rear motor group, so that the front motor group operates in response to the first driving instruction, and the rear motor group operates in response to the second driving instruction, until the escape mode exit signal is received, and the escape mode is exited and switched to the normal mode; wherein the first driving instruction includes: the driving power corresponding to the front motor group; the second driving instruction includes: the driving power corresponding to the rear motor group.

[0125] In conjunction with the above example, the current driving power corresponding to the front motor group and the driving power corresponding to the rear motor group are obtained by allocating them according to the current pressure value of each air spring. In practice, the current driving power corresponding to the front motor group and the driving power corresponding to the rear motor group are updated in real time according to the current pressure value of each air spring. The first driving instruction is used to drive the front motor group, and the first driving instruction includes the driving power corresponding to the front motor group. The second driving instruction is used to drive the rear motor group, and the second driving instruction includes the driving power corresponding to the rear motor group.

[0126] In practical applications, the alternating cycle between the front motor group and the rear motor group can be determined based on the alternating drive frequency. Specifically, when the alternating cycle of the front motor group arrives, the driving module 47 sends a first driving instruction to the front motor group. After receiving the first driving instruction, the front motor group obtains the current driving power corresponding to the front motor group and, in response to the first driving instruction, operates according to the current driving power corresponding to the front motor group. Correspondingly, when the alternating cycle of the rear motor group arrives, the driving module 47 sends a second driving instruction to the rear motor group. After receiving the second driving instruction, the rear motor group obtains the current driving power corresponding to the rear motor group and, in response to the second driving instruction, operates according to the current driving power corresponding to the rear motor group.

[0127] In this embodiment, the first calculation module 44 and the second calculation module 45 calculate the current air suspension frequency offset, the corresponding driving power of the front motor group, and the corresponding driving power of the rear motor group based on the pressure value of each air spring. Each control spring is associated with each wheel, and the vehicle's tilt and the depth of the vehicle's immersion in muddy road conditions can be determined based on the pressure values ​​of all air springs. Therefore, the current air suspension frequency offset, the corresponding driving power of the front motor group, and the corresponding driving power of the rear motor group are suitable for the current vehicle condition. The control module 46 controls the air suspension to vibrate up and down according to the current air suspension frequency offset, generating maximum inertial force oscillation through resonance, thereby applying an oscillating dynamic load to the vehicle. The drive module 47 alternately sends a first drive command and a second drive command to the front motor group and the rear motor group, respectively, based on the alternating drive frequency, so that the front motor group operates according to the current driving power of the front motor group in response to the first drive command, and the rear motor group operates according to the current driving power of the rear motor group in response to the second drive command. This alternating drive characteristic achieves maximum escape capability, enabling the vehicle to quickly escape from distress and improving vehicle reliability.

[0128] Optionally, in a possible implementation manner, the device further includes:

[0129] a determination module, configured to determine, in an escape mode, an alternating period between the front motor group and the rear motor group based on the alternating drive frequency;

[0130] The acquisition module is used to collect the front wheel speed and the rear wheel speed of the vehicle when the alternating cycle arrives;

[0131] a third calculation module, configured to calculate a slip rate of the vehicle based on the front wheel side speed and the rear wheel side speed of the vehicle;

[0132] The processing module is used to exit the escape mode and switch to the normal mode if the vehicle's slip rate is less than a preset threshold and a signal to exit the escape mode is received; if the vehicle's slip rate is not less than the preset threshold, the escape mode is not exited.

[0133] The slip ratio is also called the sliding rate. The slip ratio refers to the proportion of the sliding component in the wheel movement and can be represented by S. For example, the calculation formula of the slip ratio S can be expressed as:

[0134] In the above formula, u is the vehicle speed, u W is the wheel speed, ω is the wheel rolling angular velocity, and r is the radius of the wheel. When the wheel rolls, u W =u, S = 0; when the wheel suddenly stops and slides, u W =0, S=100%; when the wheel rolls and slides, u>u W , 0<S<100%, the greater the wheel slip rate, the greater the proportion of the sliding component in the wheel movement.

[0135] In this embodiment, the vehicle's slip rate can be the average of the slip rates of all wheels. Specifically, during the alternating period, the acquisition module collects the front and rear wheel speeds of the vehicle; the third calculation module calculates the slip rate of each wheel, and the vehicle's slip rate is calculated based on the slip rates of each wheel. Optionally, after obtaining the slip rates of each wheel, the maximum slip rate is used as the vehicle's slip rate.

[0136] It can be understood that when the vehicle's slip rate is less than the preset threshold, it means that the current vehicle's sliding component in motion accounts for a small proportion, indicating that the current vehicle has escaped, and the driver releases the escape mode button to exit the escape mode and switch to normal mode. When the vehicle's slip rate is not less than the preset threshold, it means that the current vehicle's sliding component in motion accounts for a large proportion, indicating that the current vehicle has not escaped, and the driver has not released the escape mode button, so the escape mode is not exited. In actual application, when the vehicle's slip rate is not less than the preset threshold, the driver does not release the escape mode button, does not exit the escape mode, and drives the motor group corresponding to the current alternating cycle to operate.

[0137] In this embodiment, when each alternating cycle arrives, the processing module determines whether the current vehicle needs to exit the escape mode based on the vehicle's slip rate. If the vehicle has not exited the escape mode, the motor group corresponding to the alternating cycle is driven to operate, which can more accurately control the vehicle to escape from the distress and improve the accuracy of vehicle control.

[0138] Optionally, in a possible implementation manner, the second calculation module 45 is specifically configured to:

[0139] Calculate the current center of mass position of the vehicle based on the pressure value of each air spring;

[0140] Based on the current center of mass position of the vehicle, calculate the power distribution ratio corresponding to the current front motor group and the rear motor group;

[0141] Determine the current total driving power of the vehicle, and calculate the driving power corresponding to the current front motor group and the current rear motor group based on the power distribution ratio corresponding to the current front motor group and the rear motor group.

[0142] The center of mass refers to an imaginary point in a material system where mass is considered to be concentrated. The vehicle's current center of mass is the location where the vehicle's mass is currently concentrated. In practice, each air spring is associated with a wheel, so the pressure of each air spring can be approximately equal to the wheel load associated with that air spring.

[0143] Specifically, the center of mass position of a vehicle is divided into: the lateral position of the center of mass, the longitudinal position of the center of mass, and the height position of the center of mass. In this embodiment, the calculation method of the lateral position of the center of mass is not limited. For example, for a vehicle with equal front and rear axle track, the calculation formula of the lateral position of the center of mass can be expressed as:

[0144] Among them, B1 and B2 are the distances from the lateral position of the center of mass to the center of the left wheel and the center of the right wheel respectively; B is the distance from the left wheel to the right wheel; Z1 and Z2 are the sum of the left and right wheel loads respectively (i.e., the sum of the pressure values ​​of the air springs corresponding to the left front and rear wheels and the sum of the pressure values ​​of the air springs corresponding to the right front and rear wheels); m is the vehicle mass; and g is the acceleration due to gravity.

[0145] In this embodiment, the calculation method of the longitudinal position of the center of mass is not limited. For example, the calculation formula of the longitudinal position of the center of mass can be expressed as:

[0146] Among them, a and b are the distances from the center of mass of the vehicle to the front and rear axles, L is the vehicle wheelbase, and Z is the distance from the center of mass of the vehicle to the front and rear axles, respectively. r and Z fare the front and rear axle loads respectively (i.e. the sum of the pressure values ​​of the air springs corresponding to the left and right front wheels and the sum of the pressure values ​​of the air springs corresponding to the left and right rear wheels); m1 and m2 are the front and rear axle loads respectively, and m is the vehicle equipment mass.

[0147] In this embodiment, there is no limitation on the method for calculating the mass center height position, and the mass center height position can be calculated by the moment balance method, the swing method, and the roll method. For example, the mass center height position h is calculated by the moment balance method. g , the calculation formula can be expressed as:

[0148] Where r is the static radius of the tire, L is the vehicle wheelbase, and β is the corresponding lift angle of the car; Z f is the front wheel axle load when the vehicle is lying flat (i.e., the sum of the pressure values ​​of the air springs corresponding to the left and right front wheels when the vehicle is lying flat), Z' f is the front wheel axle load after the rear axle is lifted (that is, when the rear wheels of the vehicle are lifted, the sum of the pressure values ​​of the air springs corresponding to the left and right front wheels), m is the mass of the vehicle equipment, and g is the acceleration due to gravity.

[0149] It can be understood that by calculating the current center of mass position of the vehicle based on the pressure value of each air spring, the degree of inclination of the vehicle and the depth of the vehicle stuck in the muddy road can be determined. Therefore, by calculating the power distribution ratio corresponding to the current front motor group and rear motor group based on the current center of mass position of the vehicle, a reasonable distribution of the total driving power of the vehicle can be achieved, which can help the vehicle get out of trouble as soon as possible.

[0150] Specifically, after determining the current total driving power of the vehicle, the product of the total driving power and the power distribution ratio corresponding to the front motor group is calculated to obtain the driving power corresponding to the front motor group; the product of the total driving power and the power distribution ratio corresponding to the rear motor group is calculated to obtain the driving power corresponding to the rear motor group.

[0151] In this embodiment, the first calculation module 44 calculates the current air suspension frequency offset based on the pressure value of each air spring. The second calculation module 45 calculates the current center of mass position of the vehicle based on the pressure value of each control spring, and calculates the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group based on the current center of mass position of the vehicle. Each control spring is provided corresponding to each wheel, and the degree of vehicle tilt and the depth of vehicle immersion in muddy road can be determined based on the pressure values ​​of all air springs. Therefore, the current air suspension frequency offset, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are suitable for the current vehicle condition. The control module 46 controls the air suspension to vibrate up and down according to the current air suspension frequency offset, generating maximized inertial force oscillation through resonance, so that the vehicle obtains an oscillating dynamic load. The drive module 47 alternately drives the front motor group and the rear motor group according to the corresponding driving power of each front motor group based on the alternating drive frequency. This can achieve maximum escape capability under the repeated alternating drive characteristics, enabling the vehicle to quickly escape from difficulties and improving vehicle reliability.

[0152] Optionally, in a possible implementation manner, the first calculation module 44 is specifically configured to:

[0153] Get the spring rate of each air spring;

[0154] For each air spring, calculate the corresponding vibration frequency of the air spring based on the pressure value and the spring constant of the air spring according to the spring vibration frequency formula;

[0155] Calculate the average value of the vibration frequencies corresponding to all air springs, and use the average value as the offset frequency of the current air suspension.

[0156] The spring coefficient k is also called the elastic coefficient. The spring coefficient of the air spring represents the elastic force generated by the air spring per unit deformation. For example, the spring vibration frequency p corresponding to the air spring i is i for:

[0157] Specifically, k i is the stiffness coefficient of air spring i, m i is the wheel load mass corresponding to air spring i (i.e. the ratio of the pressure value of air spring i to the acceleration of gravity g).

[0158] In this embodiment, the first calculation module 44 comprehensively considers the vibration frequencies corresponding to all air springs to calculate the current air suspension's frequency offset. Specifically, after calculating the vibration frequencies corresponding to all air springs, the first calculation module 44 calculates the average of all the corresponding vibration frequencies and uses this average as the current air suspension's frequency offset. The control module 46 controls the air suspension to vibrate up and down according to the current air suspension's frequency offset, thereby generating maximum inertial force oscillation through resonance, thereby applying an oscillating dynamic load to the vehicle.

[0159] To better understand the four-motor drive system, the following describes the vehicle escape process in conjunction with Figure 5, which is a schematic diagram of the four-motor drive system architecture provided in Implementation 3 of this application. As shown in Figure 5, the four-motor drive system includes: air suspension 51, front motor group 52, and rear motor group 53. The vehicle escape process is described in conjunction with Figure 5. The vehicle escape steps include:

[0160] Step 1: The vehicle escape device receives an escape mode start signal and switches the vehicle driving mode from a normal mode to an escape mode;

[0161] Step 2: The vehicle escape device obtains the alternating driving frequency of the front motor group 52 and the rear motor group 53 in the escape mode;

[0162] Step 3: The vehicle escape device obtains the pressure value of each air spring currently collected by the air suspension 51;

[0163] Step 4: The vehicle escape device calculates the current frequency deviation of the air suspension 51 based on the pressure value of each air spring;

[0164] Step 5: The vehicle escape device calculates the driving power corresponding to the front motor group 52 and the driving power corresponding to the rear motor group 53 based on the pressure value of each air spring;

[0165] Step 6: The vehicle escape device controls the air suspension 51 to vibrate up and down according to the current offset frequency of the air suspension 51;

[0166] Step 7: The vehicle escape device alternately drives the front motor group 52 and the rear motor group 53 based on the alternating drive frequency and the corresponding driving power of the front motor group 52 and the rear motor group 53 until receiving the escape mode exit signal and exits the escape mode to switch to the normal mode.

[0167] In the vehicle escape device provided by this embodiment, the receiving module receives the escape mode start signal and switches the vehicle driving mode from the normal mode to the escape mode; the first acquisition module acquires the alternating driving frequency of the front motor group and the rear motor group in the escape mode; the second acquisition module acquires the pressure value of each air spring collected by the current air suspension; the first calculation module and the second calculation module calculate the current air suspension's frequency deviation, the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group based on the pressure value of each air spring; the control module controls the air suspension to vibrate up and down according to the current air suspension's frequency deviation; and the driving module drives the front motor group and the rear motor group alternately based on the alternating driving frequency and the driving power corresponding to each of the front motor group and the rear motor group until the escape mode exit signal is received and the escape mode is switched to the normal mode. In an embodiment of the present application, the first calculation module and the second calculation module calculate the current frequency deviation of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group based on the pressure value of each air spring; wherein, each control spring is set corresponding to each wheel, and based on the pressure values ​​of all air springs, the degree of inclination of the vehicle and the depth of sinking into the muddy road can be determined. Therefore, the current frequency deviation of the air suspension, the driving power corresponding to the front motor group, and the driving power corresponding to the rear motor group are suitable for the current vehicle situation; the control module controls the air suspension to vibrate up and down according to the current frequency deviation of the air suspension, and generates the maximized inertial force oscillation through resonance, so that the vehicle obtains an oscillating dynamic load; the driving module drives the front motor group and the rear motor group alternately based on the alternating driving frequency and the driving power corresponding to each of the front motor group and the rear motor group, and can obtain the maximum escape ability under the repeatedly alternating driving characteristics, can enable the vehicle to escape quickly, and improve the reliability of the vehicle.

[0168] Example 4

[0169] FIG6 is a schematic diagram of the structure of an electronic device provided in a fourth embodiment of the present application. As shown in FIG6 , the electronic device includes:

[0170] The main control device includes a processor 61 and a memory 62; it may also include a communication interface 63 and a bus 64. The processor 61, memory 62, and communication interface 63 can communicate with each other via bus 64. The communication interface 63 can be used for information transmission. The processor 61 can call the logic instructions in the memory 62 to execute the method of the above embodiment.

[0171] In addition, the logic instructions in the memory 62 can be implemented in the form of software functional units and stored in a computer-readable storage medium when sold or used as an independent product.

[0172] Memory 62, as a computer-readable storage medium, can be used to store software programs and computer-executable programs, such as program instructions / modules corresponding to the methods in the embodiments of the present application. Processor 61 executes the software programs, instructions, and modules stored in memory 62 to perform functional applications and data processing, thereby implementing the methods in the above-mentioned method embodiments.

[0173] The memory 62 may include a program storage area and a data storage area. The program storage area may store an operating system and at least one application required for a function; the data storage area may store data generated based on the use of the terminal device. Furthermore, the memory 62 may include high-speed random access memory and non-volatile memory.

[0174] The present application also provides a computer-readable storage medium having computer-executable instructions stored therein. When executed by a processor, the computer-executable instructions implement the method of any of the embodiments. For example, the computer-readable storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, or optical data storage device.

[0175] An embodiment of the present application also provides a computer program product, including a computer program. When the computer program is executed, the method steps in the above method embodiment are implemented. The specific implementation method and technical effects are similar and will not be repeated here.

[0176] The embodiment of the present application also provides a computer program, which, when executed on a computer, enables the computer to execute the method steps in the above method embodiment. The specific implementation method and technical effect are similar and will not be repeated here.

[0177] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present application that follow the general principles of the present application and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0178] It should be understood that the present application is not limited to the exact structure described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

[0179] Still other aspects will become apparent upon reading and understanding the accompanying drawings and detailed description.

Claims

1. A vehicle escape method, applied to a four-motor drive system, the four-motor drive system comprising a front motor group, a rear motor group and an air suspension; the air suspension comprises an air spring corresponding to each wheel; the method comprises: Receiving a distress escape mode start signal, switching the vehicle driving mode from a normal mode to a distress escape mode; Acquire the alternating driving frequency of the front motor group and the rear motor group in the escape mode; Obtaining the pressure value of each air spring collected by the current air suspension; calculating and obtaining the frequency deviation of the current air suspension based on the pressure value of each air spring; The driving power corresponding to the front motor group and the driving power corresponding to the rear motor group are calculated based on the pressure value of each air spring; Controlling the air suspension to vibrate up and down according to the current frequency deviation of the air suspension; and, based on the alternating drive frequency, alternately driving the front motor group and the rear motor group according to their respective corresponding drive powers, until receiving an exit signal of the escape mode, exiting the escape mode and switching to the normal mode.

2. The method according to claim 1, wherein The method of alternately driving the front motor group and the rear motor group based on the alternating driving frequency according to the driving powers corresponding to the front motor group and the rear motor group respectively includes: Based on the alternating driving frequency, a first driving instruction and a second driving instruction are alternately sent to the front motor group and the rear motor group, respectively, so that the front motor group operates in response to the first driving instruction, and so that the rear motor group operates in response to the second driving instruction; wherein the first driving instruction includes: the driving power corresponding to the front motor group; the second driving instruction includes: the driving power corresponding to the rear motor group.

3. The method according to claim 2, further comprising: In the escape mode, determining an alternating period between the front motor group and the rear motor group based on the alternating drive frequency; When the alternating cycle arrives, the front wheel speed and the rear wheel speed of the vehicle are collected; and, calculating the slip ratio of the vehicle based on the front wheel side speed and the rear wheel side speed of the vehicle; If the slip rate of the vehicle is less than a preset threshold value and the escape mode exit signal is received, the escape mode is exited and switched to the normal mode; if the slip rate of the vehicle is not less than the preset threshold value, the escape mode is not exited.

4. The method according to any one of claims 1-3, wherein, The calculating based on the pressure value of each air spring to obtain the driving power corresponding to the current front motor group and the driving power corresponding to the current rear motor group includes: Calculating the current center of mass position of the vehicle based on the pressure value of each air spring; Based on the current center of mass position of the vehicle, calculating and obtaining the current power distribution ratio corresponding to the front motor group and the rear motor group; Determine the current total driving power of the vehicle, and based on the power distribution ratio corresponding to the current front motor group and the current rear motor group, calculate and obtain the driving power corresponding to the current front motor group and the driving power corresponding to the current rear motor group.

5. The method according to any one of claims 1 to 3, wherein The step of calculating the current frequency deviation of the air suspension based on the pressure value of each air spring comprises: Get the stiffness coefficient of each air spring; For each air spring, the vibration frequency corresponding to the air spring is calculated based on the spring vibration frequency formula, the pressure value of the air spring and the stiffness coefficient of the air spring; The average value of the vibration frequencies corresponding to all the air springs is calculated, and the average value is used as the offset frequency of the current air suspension.

6. A vehicle escape device, applied to a four-motor drive system, the four-motor drive system comprising a front motor group, a rear motor group and an air suspension; the air suspension comprises an air spring corresponding to each wheel; the device comprises: A receiving module, used for receiving a start signal of the escape mode, and switching the vehicle driving mode from the normal mode to the escape mode; A first acquisition module is used to acquire the alternating driving frequency of the front motor group and the rear motor group in the escape mode; The second acquisition module is used to obtain the pressure value of each air spring collected by the current air suspension; A first calculation module, configured to calculate and obtain a current frequency deviation of the air suspension based on a pressure value of each air spring; A second calculation module, used for calculating the driving power corresponding to the front motor group and the driving power corresponding to the rear motor group based on the pressure value of each air spring; A control module, used for controlling the air suspension to vibrate up and down according to the current offset frequency of the air suspension; The driving module is used to alternately drive the front motor group and the rear motor group based on the alternating driving frequency and in accordance with the driving powers corresponding to the front motor group and the rear motor group respectively, until an escape mode exit signal is received, and the escape mode is exited to switch to the normal mode.

7. The device according to claim 6, wherein the driving module is specifically used for: Based on the alternating drive frequency, respectively send a first drive instruction and a second drive instruction to the front motor group and the rear motor group alternately, so that the front motor group operates in response to the first drive instruction, and so that the rear motor group operates in response to the second drive instruction; wherein, The first driving instruction includes: the driving power corresponding to the front motor group; the second driving instruction includes: the driving power corresponding to the rear motor group.

8. The device according to claim 7, further comprising: A determination module, configured to determine, in an escape mode, an alternating period between the front motor group and the rear motor group based on the alternating drive frequency; A collection module is used to collect the front wheel speed and the rear wheel speed of the vehicle when the alternating cycle arrives; A third calculation module, used for calculating the slip rate of the vehicle based on the front wheel side speed and the rear wheel side speed of the vehicle; A processing module is used for exiting the escape mode and switching to the normal mode if the slip rate of the vehicle is less than a preset threshold and the escape mode exit signal is received; and not exiting the escape mode if the slip rate of the vehicle is not less than the preset threshold.

9. The device according to any one of claims 6 to 8, wherein the second computing module is specifically configured to: Calculate the current centroid position of the vehicle based on the pressure value of each air spring; calculate the power distribution ratio corresponding to the current front motor group and the rear motor group based on the current centroid position of the vehicle; determine the total driving power of the vehicle, and calculate the driving power corresponding to the current front motor group and the driving power corresponding to the current rear motor group based on the power distribution ratio corresponding to the current front motor group and the rear motor group.

10. The device according to any one of claims 6-8, wherein the first calculation module is specifically configured to: Obtain the stiffness coefficient of each air spring; for each air spring, calculate the vibration frequency corresponding to the air spring based on the pressure value of the air spring and the stiffness coefficient of the air spring according to the spring vibration frequency formula; calculate the average value of the vibration frequencies corresponding to all air springs, and use the average value as the bias frequency of the current air suspension.

11. An electronic device, comprising: A processor and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 1-5.

12. A computer-readable storage medium storing computer-executable instructions, which are used to implement the method according to any one of claims 1-5 when executed by a processor.

13. A computer program product comprising a computer program, which implements the method according to any one of claims 1-5 when executed.

14. A computer program, when running on a computer, the computer executes the method according to any one of claims 1-5.

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