Method for switching terrain mode, vehicle system and vehicle

Abstract

A method for switching terrain modes, a vehicle-mounted system and a vehicle, the method for switching terrain modes comprising: acquiring driving environment data of a vehicle; outputting an actual road surface type in which the vehicle is currently driving according to the driving environment data; and switching a target driving terrain mode of the vehicle according to the actual road surface type. The method can automatically switch the target driving terrain mode according to the road surface type in which the vehicle is driving, thereby improving the safety and passability of the vehicle.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to a method for switching terrain modes, an in-vehicle system, and a vehicle. Background Technology

[0002] The all-terrain driving mode switching function is used to change the relevant system states and control parameters of the vehicle in different terrain environments to adapt to the different requirements of the vehicle under different road conditions. As people's living standards continue to improve, their demands for vehicle driving performance are also constantly increasing, extending beyond a good experience on paved roads to include unpaved road environments such as mud, gravel, and snow. Therefore, the all-terrain mode switching function has emerged, including Standard, Economy, and Sport modes based on paved road conditions, as well as Snow / Ice / Grass / Gravel, Mud, Sand, and Mountain / Rock modes for low-adhesion conditions.

[0003] Currently, terrain mode switching is done manually by the driver using mechanical mechanisms such as buttons, knobs, and levers. With the development and widespread adoption of autonomous driving, its application scenarios will extend beyond smooth, high-traction roads to include various road environments. Therefore, enabling vehicles to autonomously switch terrain modes based on different terrain conditions during driving has become a crucial issue. Summary of the Invention

[0004] The purpose of this application is to provide a method, vehicle system, and vehicle for switching terrain modes. The method can automatically switch the target driving terrain mode according to the type of road surface the vehicle is traveling on, thereby improving the vehicle's safety and passability.

[0005] To achieve the objectives of this application, the following technical solution is provided:

[0006] In a first aspect, this application provides a method for switching terrain modes, comprising: acquiring driving environment data of the vehicle; outputting the actual road surface type currently being driven by the vehicle based on the driving environment data; and switching the target driving terrain mode of the vehicle based on the actual road surface type.

[0007] In one embodiment, the driving environment data includes at least first data and second data, wherein the first data is acquired by a lidar and the second data is acquired by a camera, the first data includes three-dimensional data, and the second data includes three-dimensional data and / or two-dimensional data.

[0008] In one embodiment, outputting the actual road surface type currently being driven by the vehicle based on the driving environment data includes: converting the first data into a first road surface type, converting the second data into a second road surface type, comparing the first road surface type and the second road surface type, and outputting the actual road surface type.

[0009] In one implementation, when the first road surface type and the second road surface type are the same, the actual road surface type is output as the second road surface type.

[0010] In one embodiment, when the first road surface type and the second road surface type are different, a first preset accuracy rate for the first road surface type and a second preset accuracy rate for the second road surface type are also provided; the actual road surface type is output by comparing the magnitudes of the first preset accuracy rate and the second preset accuracy rate; the first preset accuracy rate is a preset working accuracy rate of the LiDAR, and the second preset accuracy rate is a preset working accuracy rate of the camera.

[0011] In one embodiment, when the first preset accuracy rate is greater than the second preset accuracy rate, the actual road surface type is output as the first road surface type; when the first preset accuracy rate is less than the second preset accuracy rate, the actual road surface type is output as the second road surface type.

[0012] In one embodiment, switching the target driving terrain mode of the vehicle according to the actual road surface type includes: there are multiple target driving terrain modes, and switching to any one of the target driving terrain modes according to the actual road surface type, wherein the target driving terrain mode corresponds to the actual road surface type.

[0013] In one embodiment, the first road surface type, the second road surface type, and the actual road surface type all include at least asphalt road, cement road, snow road, mud road, sand road, and rock road; the target driving terrain mode includes at least paved road mode, low adhesion mode, mud mode, sand mode, and mountain / rock mode.

[0014] Secondly, this application also provides an in-vehicle system for switching terrain modes, comprising: a parameter acquisition module for acquiring driving environment data of the vehicle; a terrain judgment module for outputting the actual road surface type currently being driven by the vehicle based on the driving environment data; and a terrain switching module for switching the target driving terrain mode of the vehicle based on the actual road surface type.

[0015] Thirdly, this application also provides a vehicle equipped with a method for switching terrain modes as described in any of the above embodiments to switch the target driving terrain mode.

[0016] The method provided in this application automatically acquires the driving environment data of the vehicle, and automatically judges the actual road surface type by the driving environment data. Finally, it automatically switches the vehicle's target driving terrain mode to the corresponding road surface, which can avoid the drawbacks of users having to judge the road conditions and manually switch driving modes, and improve the safety and passability of the vehicle during driving. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a method flow for switching terrain modes in one implementation;

[0019] Figure 2 This is a schematic diagram of an in-vehicle system for switching terrain modes, one implementation method.

[0020] Figure 3 This is a schematic diagram of an in-vehicle system for switching terrain modes, one implementation method.

[0021] Figure 4 This is a schematic diagram illustrating one implementation method of a vehicle acquiring data about its driving environment as it moves forward.

[0022] Figure 5 This is a schematic diagram comparing the first and second road surface types in one implementation method.

[0023] Explanation of reference numerals in the attached figures:

[0024] 101-Parameter acquisition module, 102-Terrain judgment module, 103-Terrain switching module, 201-Vehicle, 202-LiDAR, 203-Camera, 204A-Processor, 204B-Controller, 205-Engine control system, 206-Drive motor controller, 207-Braking system, 208-Steering system, 209-Traction control system, 210-Anti-lock braking system, 211-Motor synchronization lock, 212-Adjustable suspension system, 213-Instrument panel, 214-Central control display screen, 215-Vehicle sensors, 216-Memory. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] It should be noted that when a component is said to be "fixed" to another component, it can be directly on the other component or it can be in a middle component. When a component is said to be "connected" to another component, it can be directly connected to the other component or it may be in a middle component.

[0027] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this application's specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used in this application includes any and all combinations of one or more of the associated listed items.

[0028] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0029] Firstly, this application provides a method for switching terrain modes; please refer to [reference needed]. Figure 1 It includes the following steps:

[0030] S01 acquires driving environment data of vehicle 201.

[0031] S02 outputs the actual road surface type that the vehicle is currently driving on based on the driving environment data.

[0032] S03 switches the target driving terrain mode of vehicle 201 according to the actual road surface type.

[0033] For details, please refer to Figure 2The driving environment data of vehicle 201 can be acquired by parameter acquisition module 101. For example, driving environment data may include obstacles around vehicle 201, road surface smoothness, ambient color around vehicle 201, ambient temperature, etc., without specific limitations. Parameter acquisition module 101 may include cameras, radar sensors, and other sensors; for example, the camera may be a camera 203 installed on vehicle 201, radar sensors may include ultrasonic radar, millimeter-wave radar, and lidar, etc., and other sensors may include temperature sensors, pressure sensors, etc. Preferably, the radar sensor is lidar. Compared with ultrasonic radar or millimeter-wave radar, lidar has a faster detection speed, with a response time on the order of milliseconds, and lidar has a more detailed recognition capability. Its detail resolution is much higher than that of millimeter-wave radar and ultrasonic radar, which is beneficial for identifying the smoothness of different road surfaces; at the same time, lidar can detect a wider and farther area, and can acquire terrain features at greater distances, allowing vehicle 201 to operate at higher speeds and have sufficient time to react.

[0034] The terrain determination module 102 can output the actual road surface type currently being driven by vehicle 201 based on driving environment data. Specifically, the terrain determination module 102 can compare and calculate the driving environment data obtained by the parameter acquisition module 101, then determine the actual road surface type currently being driven by vehicle 201, and output this road surface type to the terrain switching module 103. The actual road surface type can be highway, snow, mud, sand, or desert, etc.

[0035] The terrain switching module 103 can perform the switching of the target driving terrain mode of vehicle 201 according to the actual road surface type. Switching the target driving terrain mode of vehicle 201 may include adjusting the engine, motor, tires, chassis suspension, etc. of vehicle 201, and the adjustment result should correspond to the terrain mode of the required driving road surface. Understandably, the switching of the target driving terrain mode should be completed automatically by the terrain switching module 103. Of course, if the user believes that the terrain mode switched by the terrain switching module 103 is inaccurate, they can also switch it manually.

[0036] This application, by setting up an in-vehicle system with a parameter acquisition module 101, a terrain judgment module 102, and a terrain switching module 103, can automatically acquire driving environment data through the parameter acquisition module 101 during vehicle 201 driving, automatically judge the driving environment data through the terrain judgment module 102 to obtain the actual road surface type, and finally use the terrain switching module 103 to automatically switch the target driving terrain mode of vehicle 201 to the corresponding road surface, thereby improving the safety and passability of vehicle 201.

[0037] In one implementation method, please refer to Figure 3 The terrain switching module 103 may include a controller 204B, an engine control system 205, a drive motor controller 206, a braking system 207, a steering system 208, a traction control system 209, an anti-lock braking system 210, a motor synchronization lock 211, and an adjustable suspension system 212. The controller 204B is electrically connected to the terrain judgment module 102 and issues adjustment commands corresponding to the target driving terrain mode to the other components according to the actual road surface type.

[0038] Specifically, the engine control system 205 can be configured with different levels of throttle opening and ignition advance angle according to the terrain mode instructions of the controller 204B. The drive motor controller 206 can adjust the torque output value of each drive wheel according to the terrain mode instructions of the controller 204B. The braking system 207 can be configured with different braking force levels according to the terrain mode instructions of the vehicle control device 201. The steering system 208 can be configured with different steering assist levels according to the terrain mode instructions of the controller 204B. The traction control system 209 can be configured with different levels of wheel spin according to the terrain mode instructions of the controller 204B. The anti-lock braking system 210 can be configured with different levels of wheel slip according to the terrain mode instructions of the vehicle control device 201. The motor synchronizing lock 211 can be configured to engage or disengage according to the terrain mode instructions of the vehicle control device 201. The adjustable suspension system 212 can be configured with different levels of chassis height and shock absorber damping coefficient according to the terrain mode instructions of the vehicle control device 201.

[0039] In one implementation method, please refer to Figure 3 The terrain assessment module 102 can also be connected to an on-board sensor 215. The on-board sensor 215 is used to detect various parameter information of the vehicle 201 and feed it back to the processor 204A and the controller 204B. Specifically, the on-board sensor 215 may include wheel speed sensors, vehicle speed sensors, accelerator pedal position sensors, suspension height sensors, vehicle acceleration / pitch / roll sensors, etc., and there are no specific limitations.

[0040] In one implementation method, please refer to Figure 2The terrain assessment module 102 can also be connected to the instrument panel 213 and the central control display screen 214. The terrain assessment module 102 can transmit the obtained actual road surface type to the instrument panel 213 and the central control display screen 214 for user viewing. Specifically, the instrument panel 213 can display the output result after the terrain assessment module 102 obtains the actual terrain ahead, and display a prompt that the terrain mode will be automatically switched soon. The central control display screen 214 can display the output result and the prompt that the terrain mode will be switched soon after the terrain assessment module 102 obtains the actual terrain ahead. The central control display screen 214 also supports user input commands to cancel the terrain mode switching operation.

[0041] In one embodiment, the driving environment data includes at least first data and second data. The first data is acquired by the lidar 202, and the second data is acquired by the camera 203. The first data includes three-dimensional data, and the second data includes three-dimensional data and / or two-dimensional data.

[0042] For details, please refer to Figure 3 and Figure 4 The parameter acquisition module 101 may include a lidar 202 and a camera 203. The lidar 202 is installed on the vehicle 201 and can be used to scan road data around the vehicle 201. The lidar 202 may include, but is not limited to, a four-line lidar 202, a sixteen-line lidar 202, or a sixty-four-line lidar 202. The installation parameters of the lidar 202 on the vehicle 201 are not specifically limited, but may include, but are not limited to, installation position, installation angle, or height from the ground. For example, the installation position of the lidar 202 may be on the left, right, or center of the front of the vehicle 201, or on the left, right, or center of the roof; the installation angle may be the angle between the lidar 202 and the driving direction of the vehicle 201; the height of the lidar 202 from the ground may be 20cm or more. It is understood that the specific installation parameters of the lidar 202 may differ for different specifications of the vehicle 201. Preferably, the lidar 202 may be installed in the center above the windshield or in the center of the front air intake grille of the vehicle 201. Furthermore, to obtain driving environment data with a wider field of view, a lidar with a large field of view can be selected; for example, a lidar 202 with a horizontal field of view of 180° can be selected to achieve real-time and accurate scanning of the road area in front of, to the left and right of the vehicle 201. The lidar 202 can acquire the first type of data, which is three-dimensional data. This three-dimensional data can form a three-dimensional stereoscopic image of the surrounding road environment, and the terrain judgment module 102 can output the actual road surface type based on this three-dimensional stereoscopic image.

[0043] Camera 203 is also mounted on vehicle 201 and can be used to photograph the road around vehicle 201. The number and installation parameters of cameras 203 on vehicle 201 are not specifically limited. Preferably, cameras 203 can also be mounted in the center above the windshield or in the center of the front air intake grille of vehicle 201. Camera 203 can be composed of a binocular sensor supporting visible light and infrared light. The infrared sensor helps improve the accuracy of nighttime road information detection, thereby enabling accurate collection of driving environment data near vehicle 201 both day and night. The field of view of camera 203 can exceed 100° to obtain a wider field of view. The camera can acquire second data, which is three-dimensional data and / or two-dimensional data. When the second data acquired by the camera is three-dimensional data, multiple cameras 203 can be mounted on vehicle 201. Multiple cameras 203 simultaneously photograph the area around vehicle 201, and the images captured by multiple cameras 203 can be combined to form a three-dimensional stereoscopic image. The terrain judgment module 102 can output the actual road surface type based on this three-dimensional stereoscopic image. When the second data acquired by camera 203 is two-dimensional data, vehicle 201 can capture the surrounding environment separately through one or more cameras 203. For example, camera 203 can only acquire a two-dimensional planar image of the front of vehicle 201, or only acquire a two-dimensional planar image of the left and right sides of vehicle 201, or even a two-dimensional planar image of the rear of vehicle 201. The terrain judgment module 102 can also output the actual road surface type based on the two-dimensional planar image. Understandably, camera 203 can output three-dimensional data and two-dimensional data simultaneously, or it can output three-dimensional data or two-dimensional data separately, without any specific limitation.

[0044] In one embodiment, if the vehicle 201 is already equipped with a LiDAR 202 and a camera 203 for autonomous driving functions, both autonomous driving and mode switching can be achieved through the same LiDAR 202 and camera 203. If the field of view of the LiDAR 202 for autonomous driving functions is limited and cannot cover the optimal area (4-10 meters in front of the vehicle 201, depending on the height of the vehicle 201), a lower-line-count LiDAR 202 (e.g., 16-32 lines) can be installed separately. Understandably, the number of lines of the LiDAR 202 installed on the vehicle 201 is not specifically limited and can be determined based on the specific design and manufacturing of the vehicle. Of course, the LiDAR 202 and camera 203 can work simultaneously or separately; for example, in low-light conditions at night, terrain parameters can be obtained solely by the LiDAR 202.

[0045] The 3D data acquired by the LiDAR 202 can include point cloud data of the surrounding environment during the vehicle 201's movement. Point cloud data is a set of sampling points measured by the LiDAR 202 on the surface of the surrounding environment. The attribute information corresponding to each sampling point includes at least laser echo intensity and profile variance, and may also include the sampling point's 3D coordinates and elevation. Of course, there are no specific limitations on the acquisition parameters of the LiDAR 202. Furthermore, the 3D data acquisition process can be pre-set periodically, and the acquisition period of the LiDAR 202 can be preset according to its hardware parameters. For example, if the LiDAR 202 takes 150 milliseconds to complete one revolution, then the acquisition period of the LiDAR 202 is set to 150 milliseconds.

[0046] The two-dimensional data acquired by camera 203 can include a combination of images of the surrounding environment during the movement of vehicle 201. This image combination can consist of multiple frames, i.e., a photograph or video. The acquisition process of two-dimensional data can also be a preset periodicity, and the acquisition period of camera 203 can be preset according to the hardware parameters of camera 203. Of course, there can be multiple cameras 203 on vehicle 201, and multiple cameras 203 can combine the acquired two-dimensional data together to enhance the accuracy of the two-dimensional data acquired by camera 203. In other embodiments, camera 203 can also be a 360° panoramic camera, thereby also capturing three-dimensional images.

[0047] In one embodiment, outputting the actual road surface type currently being driven by vehicle 201 based on driving environment data includes: converting first data into a first road surface type, converting second data into a second road surface type, comparing the first road surface type and the second road surface type, and outputting the actual road surface type.

[0048] For details, please refer to Figure 3 The terrain determination module 102 may include a processor 204A, a circuit board, and a memory 216. The circuit board is used to realize information exchange between the processor 204A, the memory 216, and the connecting circuit. The processor 204A may be a central processing unit or other semiconductor device that can perform calculations on the instructions and models in the memory 216. The memory 216 is used to store the terrain type recognition model and the instructions required for terrain mode determination and switching.

[0049] Elevation data and radar echo intensity of a specific area of ​​the road surface in front of vehicle 201 are collected by LiDAR 202, and image information of the road surface ahead is collected by camera 203. This data can be transmitted to processor 204A. Processor 204A can use a deep neural network to identify the three-dimensional data from LiDAR 202 and convert it into a first road surface type; it can also use an image recognition algorithm to identify the two-dimensional information from camera 203 and convert it into a second road surface type. Furthermore, processor 204A can compare the first and second road surface types, and output the more accurate one as the actual road surface type.

[0050] In one embodiment, the first road surface type, the second road surface type, and the actual road surface type all include at least asphalt road, cement road, snow road, mud road, sand road, and rock road. The terrain information in this invention is not limited to the above five types of terrain; other terrain information also falls within the scope of protection of this invention.

[0051] In one implementation method, please refer to Figure 5 When the first road surface type Ra and the second road surface type Rb are the same, the output actual road surface type R is the second road surface type Rb. For example, when vehicle 201 passes through a certain road surface, if the first road surface type Ra identified by LiDAR 202 is snow, and the second road surface type Rb identified by the image recognition result is also snow, it can be assumed that the actual road surface type R that vehicle 201 is currently passing through is snow, that is, the output can be either the first road surface type Ra or the second road surface type Rb.

[0052] In one implementation method, please refer to Figure 5 When the first road surface type Ra and the second road surface type Rb are different, a first preset accuracy rate for the first road surface type Ra and a second preset accuracy rate for the second road surface type Rb are also provided. The actual road surface type R is output by comparing the magnitude of the first preset accuracy rate and the second preset accuracy rate. The first preset accuracy rate is the preset working accuracy rate of the LiDAR 202, and the second preset accuracy rate is the preset working accuracy rate of the camera 203.

[0053] Specifically, the memory 216 can be electrically connected to the processor 204A, and the first preset accuracy rate stored in the memory 216 is the preset accuracy rate of the lidar 202 for different road surface types. For example, during the testing phase of the vehicle 201, the lidar 202 can collect a sufficient number of samples of asphalt / cement roads, snow, mud, sand, rocks, and other road surfaces. After data processing by the lidar 202, data such as radar echo intensity and road surface profile height variance are obtained, and the data are labeled according to the road surface type. The deep neural network is then trained offline.

[0054] During offline training, LiDAR 202 is used to detect m samples each of asphalt / cement pavement, snow, mud, sand, and rock. The accuracy for a given pavement type is set to n, and the initial preset accuracy for that pavement type should be Pai = (n / m) * 100%. Here, i can represent any of the pavement types mentioned above. For example, the initial preset accuracies for asphalt / cement pavement, snow, mud, sand, and rock are Pa1, Pa2, Pa3, Pa4, and Pa5, respectively.

[0055] The second preset accuracy rate stored in memory 216 is the preset accuracy rate of camera 203 for different road surface types. Similarly, during the testing phase of vehicle 201, camera 203 can collect a sufficient number of samples for asphalt / cement roads, snow, mud, sand, rocks, and other road surfaces. The second preset accuracy rate obtained by camera 203 for a certain road surface can be Pbi = (n / m) * 100%. For example, the second preset accuracy rates for asphalt / cement roads, snow, mud, sand, and rocks are Pb1, Pb2, Pb3, Pb4, and Pb5, respectively.

[0056] Compared to the single-judgment method used in the above implementation, when different sensors identify different road surface types, a second-judgment step is provided by adding judgment conditions, namely a first preset accuracy rate and a second preset accuracy rate. Further judgment on the first road surface type Ra and the second road surface type Rb can reduce the probability of recognition errors and thus improve the user experience.

[0057] In one embodiment, when the first preset accuracy rate is greater than the second preset accuracy rate, the actual road surface type R is output as the first road surface type Ra; when the first preset accuracy rate is less than the second preset accuracy rate, the actual road surface type R is output as the second road surface type Rb.

[0058] Specifically, when the first road surface type Ra and the second road surface type Rb determined by the LiDAR 202 and the camera 203 are different, the processor 204A can extract the first preset accuracy rate and the second preset accuracy rate from the memory 216 and compare them. For example, when the vehicle 201 passes through a certain road surface, the LiDAR 202 identifies it as mud, and the image recognition result is snow. In the testing phase, the first preset accuracy rate of the LiDAR 202 for identifying mud is Pa3 = 90%, and the second preset accuracy rate of the camera 203 for identifying snow is Pb2 = 95%. Since Pa < Pb, the recognition result of the camera 203 can be adopted, that is, the actual road surface type R is snow. Conversely, when the first preset accuracy rate is Pa3 = 98% and the second preset accuracy rate is Pb2 = 93%, since Pa > Pb, the recognition result of the LiDAR 202 can be adopted, that is, the actual road surface type R is mud.

[0059] By pre-storing the first preset accuracy rate of the LiDAR and the second preset accuracy rate of the camera in the memory 216, the working accuracy rates of the LiDAR and the camera on different types of road surfaces can be pre-saved in the vehicle 201. When encountering more complex road conditions, the first and second data output by the LiDAR and the camera may diverge, and the first and second road surface types may be identified differently. The working accuracy rates of the two can be retrieved and compared. By comparing the first and second preset accuracy rates, the actual road surface type can be output more accurately, avoiding the vehicle 201 from switching to the wrong target driving terrain mode due to the recognition error of a single sensor, which would lead to a decline in the user experience.

[0060] In one embodiment, when the first preset accuracy rate equals the second preset accuracy rate, the processor 204A can send an active switching prompt to the central control display screen 214. Specifically, when the first preset accuracy rate is Pa3 = 95% and the second preset accuracy rate is Pb2 = 95%, since Pa = Pb, the terrain switching module 103 can pause switching the target driving terrain mode, and the processor 204A can send an active switching prompt to the central control display screen 214, allowing the user to actively select whether to switch the terrain mode and which terrain mode to switch to. The purpose of this step is to provide timely feedback to the user when the first preset accuracy rate is equal to the second preset accuracy rate, allowing the user to make their own judgment and saving time when switching the target driving terrain mode.

[0061] In one embodiment, the driving environment data may further include third data, which is acquired by the on-board sensor 215. The third data may include wheel speed, motor output torque, tire slip ratio, etc. The on-board sensor 215 may include one or more of the data described in the above embodiments. The terrain determination module 102 can directly output the actual road surface type based on the third data. Alternatively, the terrain determination module 102 may combine the third data with the first and / or second data to improve the accuracy of the output actual road surface type.

[0062] In one implementation, the third data can be converted into a third road surface type Rc, and after comparing the first road surface type Ra, the second road surface type Rb, and the third road surface type Rc, the actual road surface type can be output. When the first road surface type Ra, the second road surface type Rb, and the third road surface type Rc are the same, the output actual road surface type R can be any one of the three.

[0063] When the three road surface types are not all the same, a third preset accuracy rate for the third road surface type Rc can also be provided. The storage method and preset method of the third preset accuracy rate can refer to the first preset accuracy rate in the above embodiments. For example, the second preset accuracy rates for asphalt / cement road surface, snow, mud, sand, and rock are Pc1, Pc2, Pc3, Pc4, and Pc5, respectively. The comparison method of the three preset accuracy rates can also refer to the above embodiments, comparing them simultaneously and selecting the one with the highest accuracy rate to output the actual road surface type.

[0064] In one embodiment, there are multiple target driving terrain patterns, which are stored in memory 216. The processor 204A extracts the target driving terrain patterns according to the actual road surface type and sends the target driving terrain patterns to the terrain switching module 103.

[0065] Specifically, the target driving terrain mode can include, but is not limited to, paved road mode, low-adhesion mode, mud mode, sand mode, and mountain / rock mode. Paved road mode is suitable for roads with a solid and flat roadbed, such as asphalt and cement surfaces. Low-adhesion mode is suitable for roads with a solid roadbed but covered with a layer of loose and slippery material (such as grass, snow, ice, or gravel), optimizing traction, driving, and handling characteristics under slippery conditions, optimizing four-wheel grip, appropriately reducing torque output, and improving road grip and stability. Sand mode is suitable for soft, dry surfaces that are easily dented by wheels, such as dry deserts, sand dunes, and arid land, optimizing the vehicle's driving ability on sandy surfaces. Mud mode is suitable for muddy, deeply rutted, soft, and uneven surfaces that require significant suspension movement, optimizing traction and driving performance. Mountain / rock mode is suitable for slippery road conditions with a mixture of soil and rocks or road conditions with many rocks.

[0066] In one implementation, the paved road mode can be further selected as either an economy mode or a sport mode. In economy mode, the torque tuning is smoother, the power response is gentler, and the engine has higher fuel efficiency; in pure electric mode, torque can be distributed only to the front axle. In sport mode, the throttle is more sensitive, the power response is faster, and the shock absorber damping and spring stiffness are set to sport characteristics. The suspension is set stiffer, thereby ensuring better contact with the road surface, reducing the overall vehicle roll angle, and improving handling stability.

[0067] Secondly, this application provides a vehicle-mounted system for switching terrain modes, please refer to... Figure 2 It includes: a parameter acquisition module 101, used to acquire driving environment data of vehicle 201; a terrain judgment module 102, used to output the actual road surface type currently being driven by vehicle 201 based on the driving environment data; and a terrain switching module 103, used to switch the target driving terrain mode of vehicle 201 based on the actual road surface type.

[0068] Thirdly, this application also provides a vehicle that uses the method of switching terrain modes according to any of the above embodiments to switch the target driving terrain mode.

[0069] In the description of the embodiments of this application, it should be noted that the orientation or positional relationship of the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and other indicators are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0070] The above-disclosed embodiments are merely preferred embodiments of this application and should not be construed as limiting the scope of this application. Those skilled in the art will understand that all or part of the processes for implementing the above embodiments and equivalent variations made in accordance with the claims of this application are still within the scope of this application.

Claims

1. A method of switching terrain modes, characterized by, The method comprises: acquiring driving environment data of a vehicle; outputting an actual road surface type on which the vehicle is currently driving according to the driving environment data; switching a target driving terrain mode of the vehicle according to the actual road surface type; the driving environment data at least comprises first data and second data, and outputting the actual road surface type on which the vehicle is currently driving according to the driving environment data comprises: converting the first data into a first road surface type, converting the second data into a second road surface type, comparing the first road surface type and the second road surface type, and outputting the actual road surface type; when the first road surface type and the second road surface type are different, further providing a first preset accuracy rate of the first road surface type and a second preset accuracy rate of the second road surface type; comparing the first preset accuracy rate and the second preset accuracy rate, and outputting the actual road surface type; wherein the first preset accuracy rate is Pai=(n / m)×100%, the second preset accuracy rate is Pbi=(n / m)×100%, m is a sample number in an offline training process, n is a road surface type detection accuracy number, and i represents any one of asphalt road, cement road, snow road, mud road, sand road and rock road.

2. The method of switching terrain modes according to claim 1, wherein, The first data is acquired by a radar, and the second data is acquired by a camera; the first data comprises three-dimensional data, and the second data comprises three-dimensional data and / or two-dimensional data.

3. The method of switching terrain modes according to claim 2, wherein, The radar acquiring the first data is a laser radar.

4. The method of switching terrain modes of claim 2, wherein, When the first road surface type and the second road surface type are the same, the actual road surface type is output as the second road surface type.

5. The method of switching terrain modes of claim 2, wherein, The first preset accuracy rate is a preset working accuracy rate of the radar, and the second preset accuracy rate is a preset working accuracy rate of the camera.

6. The method of switching terrain modes of claim 5, wherein, When the first preset accuracy rate is greater than the second preset accuracy rate, the actual road surface type is output as the first road surface type; when the first preset accuracy rate is less than the second preset accuracy rate, the actual road surface type is output as the second road surface type.

7. The method of switching terrain modes of claim 5, wherein, When the first preset accuracy rate is equal to the second preset accuracy rate, a processor sends an active switching prompt to a central control display screen, and the active switching prompt is used to prompt a user to switch a terrain mode.

8. The method of switching terrain modes of claim 2, wherein, The driving environment data further comprises third data, the third data is acquired by a sensor, and the third data comprises at least one of wheel speed, motor output torque and tire slip rate.

9. The method of switching terrain modes according to claim 8, wherein, The sensor comprises at least one of a wheel speed sensor, a vehicle speed sensor, an accelerator pedal position sensor, a suspension height sensor, and a vehicle body acceleration / tilt / sideslip sensor.

10. The method of switching terrain modes of claim 8, wherein, The method comprises: converting the third data into a third road surface type, comparing the first road surface type, the second road surface type and the third road surface type, and outputting the actual road surface type.

11. The method of switching terrain modes of claim 2, wherein, The method comprises: switching the target driving terrain mode of the vehicle according to the actual road surface type. The target driving terrain modes are multiple, and any target driving terrain mode corresponding to the actual road type is switched according to the actual road type.

12. The method of switching terrain modes of claim 11, wherein, The first road type, the second road type and the actual road type at least include asphalt road, cement road, snow road, mud road, sand road and rock road; and the target driving terrain mode at least includes paved road mode, low adhesion mode, mud mode, sand mode and mountain / rock mode.

13. The method of switching terrain modes of claim 1, wherein, The actual road type is transmitted to an instrument panel and a central control display screen, the instrument panel and the central control display screen display a prompt of automatic switching of the terrain mode, and the central control display screen is adapted to support an operation of canceling the terrain mode switching by a user.

14. An in-vehicle system that switches a terrain mode, characterized by, The vehicle-mounted system for switching the terrain mode is configured to execute executable instructions, the executable instructions are executed to implement the method for switching the terrain mode according to any one of claims 1-13, and the vehicle-mounted system for switching the terrain mode comprises: a parameter acquisition module configured to acquire driving environment data of a vehicle; a terrain judgment module configured to output an actual road type of current driving of the vehicle according to the driving environment data; a terrain switching module configured to switch a target driving terrain mode of the vehicle according to the actual road type.

15. A vehicle characterized by comprising: The vehicle-mounted system for switching the terrain mode comprises a processor and a memory for storing executable instructions of the processor, wherein the processor is configured to execute the executable instructions to implement the method for switching the terrain mode according to any one of claims 1-13.

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