Method, device, vehicle, medium and product for raising obstacles above and below a vehicle

Abstract

The present invention relates to the field of driving assistance technology, and discloses a method, device, vehicle, medium, and product for assisting with raising obstacles above and below a vehicle. The method comprises: upon powering on the vehicle, entering a function-off state for assisting with raising obstacles above and below a vehicle; performing a standby condition check in the function-off state; if the standby condition check passes, entering a function-standby state; performing an activation condition check in the function-standby state; if the activation condition check passes, entering a function-activated state; in the function-activated state, controlling the torque of the driving and braking motors; detecting whether the vehicle has completed the raising obstacle above and below a vehicle, and returning to the function-off state upon detecting completion of the raising obstacle above and below a vehicle. The present invention utilizes four-state transition control, conducting a comprehensive safety analysis on both the vehicle and environmental sides, to ensure that the vehicle can automatically and accurately, smoothly, and safely pass through the raised obstacle, further improving the reliability of assisting the vehicle in raising and lowering raised obstacles above and below a vehicle.

Description

Technical Field

[0001] The present invention relates to the field of driving assistance technology, and in particular to a method, device, vehicle, medium and product for raising obstacles above and below a vehicle. Background Art

[0002] With the advancement of science and technology and the development of the automotive industry, users' expectations for intelligent and convenient vehicle features are growing. At the same time, automakers are constantly introducing related features to meet user needs and enhance the user experience. During vehicle use, driving over and under raised obstacles is a common scenario. Generally speaking, this refers to situations involving curbs, kerbs, steps, and bumps in the middle of the road. Drivers often misjudge the height of raised obstacles and fail to properly control the throttle. This can lead to problems such as failure to navigate over raised obstacles, excessive impact when ascending over raised obstacles, damaging tires, wheels, and suspension systems, and impacting the chassis and body when descending over raised obstacles. While some algorithms have been proposed to assist vehicles in navigating over and under raised obstacles, these algorithms often focus on precisely controlling the drive torque to enable the vehicle to navigate over raised obstacles. This requires manually driving the vehicle until the wheels are in contact with the raised obstacle, then adjusting the drive torque based on information such as vehicle speed to ensure successful navigation. Clearly, this method lacks sufficient analysis of the success rate of vehicles navigating raised obstacles, and the control process is incomplete. This can lead to vehicle damage before the wheels even make contact with the curb. Therefore, further improvements are needed to enhance the integrity of methods for assisting vehicles in navigating raised obstacles, and to improve their safety and reliability. Summary of the Invention

[0003] In view of this, the present invention provides a method, device, vehicle, medium and product for upper and lower raised barriers on vehicles to solve the problem that the safety and reliability of upper and lower raised barriers on vehicles are not high enough.

[0004] In a first aspect, the present invention provides a method for assisting with upper and lower raised obstacles on a vehicle, the method comprising: powering on the vehicle and entering a function-off state for assisting with upper and lower raised obstacles; performing a standby condition check in the function-off state, the standby condition including a normal state condition of the vehicle's software and hardware and a user requirement condition, the user requirement condition indicating a user's requirement for assisting with upper and lower raised obstacles; entering a function-standby state when the standby condition check passes; performing an activation condition check in the function-standby state, the activation condition including a condition that the external environment near the raised obstacle can pass; entering a function-activated state when the activation condition check passes; in the function-activated state, controlling the driving and braking motor torques so that the vehicle automatically executes the upper and lower raised obstacles; detecting whether the vehicle has completed the upper and lower raised obstacles, and returning to the function-off state when it is detected that the upper and lower raised obstacles have been completed.

[0005] Based on the above technical means, a complete process for assisting vehicles in passing raised obstacle passages is provided, primarily comprising transition control between four functional states. The function-off state indicates that assisting with passing raised obstacle passages is not required. When the user activates the function, if the pre-check for standby conditions passes, indicating that the vehicle's hardware and software systems are in good working order and support assisting with passing raised obstacle passages, the system transitions from the function-off state to the function-standby state. In the function-standby state, an activation condition check is performed to verify that the external environment around the raised obstacle supports safe passage. If the activation condition check passes, the system enters the function-active state, controlling the driving and braking motor torque to ensure smooth passage. Finally, once the raised obstacle passage is completed, the system returns to the function-off state. Through these four state transition controls, thorough safety analysis is conducted on both the vehicle and the environment to ensure accurate, smooth, and safe automated passage over raised obstacles, further improving the reliability of assisting vehicles in passing raised obstacle passages.

[0006] In some optional embodiments, the normal status conditions of the vehicle's software and hardware include: the vehicle has no software or hardware failures, the vehicle is stationary, the vehicle gear is in forward gear or reverse gear, a brake pedal signal is generated, and the vehicle power is ready; the user demand conditions include: receiving a function activation message.

[0007] According to the above technical means, by checking that the vehicle has no faults, remains stationary, the gears are matched and have power, and the user's foot brakes, it is determined that the vehicle has no problems and can support auxiliary functions at any time, and then enters the functional standby state, further improving the safety and reliability of assisting vehicles in going over and above raised obstacles.

[0008] In some optional implementations, the method further includes: when the standby condition check fails, staying in the function-off state; when a vehicle software or hardware failure occurs in the standby condition check, refusing to receive the function-on message.

[0009] According to the aforementioned technical approach, if the standby condition check fails, indicating a potential safety hazard, the vehicle will not enter the functional standby state for assistive control of raised obstacles. Furthermore, the information channel for user input of function activation messages is closed, refusing to receive user input, further improving the reliability and safety of the overall assistive control strategy.

[0010] In some optional embodiments, when the standby condition check is passed, entering the functional standby state includes: when the standby condition check is passed, entering the initial standby state; adjusting the vehicle body height and suspension damping in the initial standby state; after the adjustment is completed, detecting whether a function activation message is received; if the function activation message is received, entering the terminal standby state, and executing the step of performing the activation condition check in the functional standby state in the terminal standby state.

[0011] Based on the above technical measures, the functional standby state is divided into an initial standby state and a final standby state. In the initial standby state, the vehicle height is pre-adjusted to its highest position and the suspension damping is adjusted to its stiffest position, thus preventing the possibility of vehicle chassis collisions. A further step is then added to monitor whether the user has triggered the initiation of the upper and lower raised obstacle control. Based on the user's request, the activation condition check is determined and the subsequent upper and lower raised obstacle control process is executed, further improving the safety and reliability of the upper and lower raised obstacle assist control.

[0012] In some optional embodiments, the activation conditions include: the vehicle has no software or hardware failures, the vehicle gear is in forward gear or reverse gear, the raised obstacle height detection can be passed, there are no obstacles in the direction of vehicle travel, the vehicle body height adjustment and suspension damping adjustment have been completed, the brake pedal signal is generated and the vehicle power is ready.

[0013] According to the above technical means, when the vehicle has no software or hardware failures, the vehicle gear is in forward gear or reverse gear, the raised obstacle height detection can be passed, there are no obstacles in the vehicle's driving direction, the vehicle body height adjustment and suspension damping adjustment have been completed, the brake pedal signal is generated and the vehicle power is ready, it can be determined that the activation condition check has passed, thereby determining that the external environment is safe, and the vehicle's upper and lower raised obstacle automatic control can be started at any time, further improving the safety and reliability of the upper and lower raised obstacle auxiliary control.

[0014] In some optional embodiments, when the activation condition check is passed, entering the function activation state includes: when the activation condition check is passed, issuing a prompt to release the pedal message, the prompt to release the pedal message is used to remind the user to release the brake pedal to eliminate the brake pedal signal; when the brake pedal signal is eliminated, entering the function activation state.

[0015] According to the above technical means, a brake pedal signal is set based on the above activation conditions. When everything is ready, the user releases the brake pedal to eliminate the brake pedal signal before the function is officially activated. This avoids the risk of the user being unprepared due to the sudden start of the vehicle, and further improves the safety and reliability of the auxiliary control of upper and lower raised obstacles.

[0016] In some optional implementations, the method further includes: when the activation condition check fails, jumping to the function-off state; when a vehicle software or hardware failure occurs in the activation condition check, issuing a fault notification message.

[0017] According to the above technical means, the auxiliary function is turned off when the activation condition check fails, and a fault notification message is issued to inform the user of the vehicle software and hardware failure, further improving the safety and reliability of the auxiliary control of upper and lower raised obstacles.

[0018] In some optional embodiments, in the function activation state, the driving and braking motor torques are controlled, including: obtaining a target vehicle speed for passing a raised obstacle; calculating a speed error between the actual vehicle speed at the current moment and the target vehicle speed; calculating the total motor torque according to the speed error through a proportional-integral-differential control module, and the integral term in the proportional-integral-differential control module is corrected by a reverse integral saturation compensation parameter; calculating a torque distribution coefficient through the speed error and the vehicle acceleration, wherein the torque distribution coefficient is proportional to the speed error and inversely proportional to the vehicle acceleration, and a larger torque distribution coefficient indicates more driving torque is distributed; dividing the total motor torque using the torque distribution coefficient to obtain driving torque and braking torque; limiting the driving torque; and controlling the motor according to the braking torque and the processed driving torque.

[0019] Based on the aforementioned technical approach, compared to traditional torque algorithms, the present invention calculates total motor torque through a proportional-integral-derivative control module. Furthermore, the problem of torque control overshoot is addressed through the correction of inverse integral saturation compensation parameters, thereby improving the reliability and safety of torque output. Furthermore, a torque distribution coefficient is calculated based on vehicle speed error and acceleration. This torque distribution coefficient is then used to divide the total motor torque. The resulting driving and braking torques can adapt to the power requirements of the vehicle during navigating raised obstacles, further improving the efficiency and smoothness of the vehicle's navigating over raised obstacles.

[0020] In some optional embodiments, the method further includes: when a vehicle hardware or software failure is detected in the function activation state, jumping to the function shutdown state and issuing a takeover reminder message, wherein the takeover reminder message is used to prompt the user to manually take over the vehicle; when an immovable obstacle that affects the forward movement is detected in the driving direction in the function activation state, pulling up the electronic handbrake and issuing an obstacle reminder message; when a movable obstacle that affects the forward movement is detected in the driving direction in the function activation state, keeping the vehicle stationary and continuing to drive after the obstacle disappears; when it is detected that the vehicle has completed passing a raised obstacle, pulling up the electronic handbrake and issuing the takeover reminder message; when a function shutdown request is received in the function activation state, pulling up the electronic handbrake and issuing the takeover reminder message.

[0021] Based on the above-mentioned technical means, corresponding response plans have been deployed one by one for fault problems, obstacle problems and scenarios after passing through raised obstacles that occur when the function is activated. This has significantly improved the coverage of automated scenarios for raised obstacles above and below the vehicle, and improved the safety and reliability of assisted control of raised obstacles above and below the vehicle.

[0022] In some optional embodiments, whether the vehicle has completed the upper and lower raised obstacles is detected, including: defining a one-dimensional coordinate system with the front wheel center as the origin and the front and rear of the vehicle as the coordinate axis directions; determining a first distance from the front wheel center to the raised obstacle in the one-dimensional coordinate system; determining a second distance from the front wheel center to the rear wheel center in the one-dimensional coordinate system; when the vehicle is in a forward gear, calculating the difference between the first distance and the second distance, and determining whether the difference is less than a negative preset distance threshold; when the difference is less than the negative preset distance threshold, determining that the vehicle has completed passing the raised obstacle; when the vehicle is in a reverse gear, determining whether the first distance is greater than the preset distance threshold; when the first distance is greater than the preset distance threshold, determining that the vehicle has completed passing the raised obstacle.

[0023] According to the above technical means, a method for determining whether a vehicle passes through a raised obstacle was created based on the technical means of the vehicle's one-dimensional coordinate system, which simplified the judgment process and improved monitoring efficiency.

[0024] In some optional embodiments, the limiting processing of the driving torque includes: calculating the hardware limit torque through the peak torque of the motor and the transmission efficiency of the transmission system; calculating the maximum torque without wheel slipping through the ground friction coefficient behind the upper and lower raised obstacles; and performing a minimum operation on the driving torque, the hardware limit torque and the maximum torque without wheel slipping to obtain the driving torque after limiting processing.

[0025] Based on the above technical means, the maximum limit torque for non-slip wheels is recalculated according to the ground friction coefficient behind the raised obstacle, and the hardware limit torque is also calculated. The output driving torque is limited by the double torque upper limit to avoid wheel slippage and further improve the safety of vehicle automatic control.

[0026] In a second aspect, the present invention provides a device for assisting in raising and lowering raised obstacles on a vehicle, the device comprising: a function-off state management module, used for, when the vehicle is powered on, entering a function-off state for assisting in raising and lowering raised obstacles; a standby condition checking module, used for performing a standby condition check in the function-off state, the standby condition including a normal state condition of the vehicle's software and hardware and a user requirement condition, the user requirement condition indicating a user's requirement for assisting in raising and lowering raised obstacles; a function-standby state management module, used for entering a function-standby state when the standby condition check passes; an activation condition checking module, used for performing an activation condition check in the function-standby state, the activation condition including a condition that the external environment near the raised obstacle can pass; a function-activation state management module, used for entering a function-activation state when the activation condition check passes; an auxiliary control module, used for controlling the driving and braking motor torque in the function-activation state so that the vehicle passes the raised obstacle; a function-ending module, used for detecting whether the vehicle has completed passing the raised obstacle, and returning to the function-off state when it is detected that the vehicle has completed passing the raised obstacle.

[0027] In a third aspect, the present invention provides a vehicle comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the method of the first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0028] In a fourth aspect, the present invention provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the method of the first aspect or any corresponding embodiment thereof.

[0029] In a fifth aspect, the present invention provides a computer program product comprising computer instructions for causing a computer to execute the method of the first aspect or any corresponding embodiment thereof.

[0030] The technical solution provided by the present invention has the following advantages:

[0031] (1) Based on the above technical means, a complete set of processes for assisting vehicles to pass through raised obstacles is provided, which mainly includes the migration control of four functional states. Among them, the function off state indicates that there is no need to assist in passing through raised obstacles. When the user needs to enable the function, if the pre-check of the standby conditions is passed, it means that the vehicle's hardware and software systems are in good condition and support assisting in passing through raised obstacles, then the function is migrated from the function off state to the function standby state. In the function standby state, an activation condition check is performed to check whether the external environment around the raised obstacle supports the vehicle to pass through the raised obstacle safely. If the activation condition check is passed, the function is activated again, thereby controlling the driving and braking motor torque to enable the vehicle to pass through the raised obstacle smoothly. Finally, after the raising and lowering of the raised obstacle is completed, the function is restored to the function off state. Through the migration control of the above four states, sufficient safety analysis is carried out on both the vehicle side and the environment side to control the vehicle to be able to automatically pass through the raised obstacle accurately, smoothly and safely, further improving the reliability of assisting vehicles to pass through raised obstacles.

[0032] (2) Based on the above technical means, by checking that the vehicle has no faults, remains stationary, has gear matching and has power, and the user is braking, it is determined that the vehicle has no problems and can support the auxiliary function at any time, and then enters the functional standby state, further improving the safety and reliability of assisting the vehicle to go over raised obstacles.

[0033] (3) According to the above technical means, if the standby condition check fails, indicating that the vehicle itself has a safety hazard, it cannot enter the functional standby state to perform auxiliary upper and lower raised obstacle control. In addition, the information channel for user input function activation messages is closed, and the function activation messages input by the user are rejected, thereby further improving the reliability and safety of the overall auxiliary control strategy.

[0034] (4) Based on the above technical means, the functional standby state is divided into an initial standby state and a final standby state. In the initial standby state, the vehicle body height is adjusted to the highest and the suspension damping is adjusted to the hardest in advance, thereby avoiding the problem of vehicle chassis collision in advance. Then, a step is added to monitor whether the user triggers the start of the upper and lower raised obstacles. Based on the user's needs, it is determined whether to start the activation condition check and execute the subsequent process of the upper and lower raised obstacles, further improving the safety and reliability of the upper and lower raised obstacle auxiliary control.

[0035] (5) According to the above technical means, when the vehicle has no software or hardware failures, the vehicle gear is in forward gear or reverse gear, the height detection of the raised obstacle can be passed, there is no obstacle in the direction of vehicle travel, the vehicle body height adjustment and suspension damping adjustment have been completed, the brake pedal signal is generated and the vehicle power is ready, it can be determined that the activation condition check has passed, thereby determining that the external environment is safe, and the vehicle's upper and lower raised obstacle automatic control can be started at any time, further improving the safety and reliability of the upper and lower raised obstacle auxiliary control.

[0036] (6) According to the above technical means, a brake pedal signal is set based on the above activation conditions. When everything is ready, the user releases the brake pedal to eliminate the brake pedal signal before the function is officially activated. This avoids the risk of the user being unprepared due to a sudden start of the vehicle, and further improves the safety and reliability of the auxiliary control of upper and lower raised obstacles.

[0037] (7) According to the above technical means, the auxiliary function is turned off when the activation condition check fails, and a fault notification message is issued to inform the user of the vehicle software and hardware failure, further improving the safety and reliability of the upper and lower raised obstacle auxiliary control.

[0038] (8) Based on the above technical means, compared with the traditional torque algorithm, the present invention calculates the total torque of the motor through the proportional integral differential control module, and solves the problem of torque control overshoot by correcting the reverse integral saturation compensation parameter, thereby improving the reliability and safety of torque output. At the same time, the torque distribution coefficient is calculated based on the vehicle speed error and vehicle acceleration, and the total torque of the motor is divided by the torque distribution coefficient. The obtained driving torque and braking torque can adapt to the degree of power required by the vehicle when going up and down raised obstacles, thereby further improving the efficiency and stability of the vehicle when passing raised obstacles.

[0039] (9) Based on the above technical means, corresponding response plans are deployed one by one for the fault problems, obstacle problems and scenarios after passing through raised obstacles that occur when the function is activated, which significantly improves the coverage of automated scenarios for vehicles with raised obstacles above and below, and improves the safety and reliability of auxiliary control of raised obstacles above and below.

[0040] (10) According to the above technical means, a method for determining whether a vehicle has passed through a raised obstacle was created based on the technical means of the vehicle's one-dimensional coordinate system, which simplified the judgment process and improved the monitoring efficiency.

[0041] (11) Based on the above technical means, the maximum limit torque for wheels not to slip was recalculated according to the ground friction coefficient behind the raised obstacle, and the hardware limit torque was calculated. The output driving torque was limited by the double torque upper limit to avoid wheel slippage and further improve the safety of vehicle automatic control. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0043] Figure 1 is a schematic structural diagram of vehicle hardware according to an embodiment of the present invention;

[0044] Figure 2 is a schematic diagram of a vehicle architecture according to an embodiment of the present invention;

[0045] Figure 3 is a flow chart of a method for raising obstacles above and below a vehicle according to an embodiment of the present invention;

[0046] Figure 4 is a schematic diagram of a one-dimensional coordinate system according to an embodiment of the present invention;

[0047] Figure 5 is another flow chart of a method for raising obstacles above and below a vehicle according to an embodiment of the present invention;

[0048] Figure 6 2 is a schematic structural diagram of a device for removing raised obstacles above and below a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0049] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of the present invention.

[0050] An embodiment of the present invention also provides a vehicle, comprising: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components are connected to each other using different buses for communication, and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed within the computer device, including instructions stored in or on the memory to display graphical information of a GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, each device providing part of the necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 1 A processor 10 is taken as an example.

[0051] The processor 10 may be a central processing unit, a network processor, or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic, or any combination thereof.

[0052] The memory 20 stores instructions that can be executed by at least one processor 10, so as to enable at least one processor 10 to execute the method shown in the above embodiment.

[0053] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created based on the use of the computer device, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0054] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0055] In an optional embodiment, the processor 10 can also be divided into domains according to different functions of the vehicle, thereby forming a dedicated processor system for processing different functional tasks. Figure 2 Figure 1 shows a schematic diagram of the vehicle architecture of an embodiment of the present invention, comprising six major systems: a visual recognition system 101, a power control system 102, a braking control system 103, a suspension control system 104, a human-computer interaction system 105, and a central control system 106. Each system has an independent processor, which exchanges information via a CAN (Controller Area Network) bus and sends corresponding signals according to a communication protocol.

[0056] The visual recognition system 101 primarily relies on sensors such as cameras to provide information about the height of raised obstacles, the distance between the obstacle and the vehicle, and the vehicle's direction of travel. Obstacle information regarding the vehicle's direction of travel includes its type and distance, with types categorized as movable and immovable. All this information is transmitted by the visual recognition system's processor in the form of CAN signals. The relevant signals are detailed in Table 1.

[0057] Table 1. Signal types emitted by the processor of a visual recognition system

[0058]

[0059] The powertrain control system provides vehicle gear position signals, actual wheel torque, and accelerator pedal status. It also receives and implements drive torque control requests from the central control system to control the motor accordingly. All information is transmitted by the powertrain control unit in the form of CAN signals. The relevant signals are shown in Table 2 below.

[0060] Table 2. Signal types from the powertrain control system processor

[0061]

[0062] The brake control system provides vehicle speed, wheel speed, and master cylinder pressure. It also receives and implements brake torque control requests and EPB (Electrical Park Brake) control requests from the central control system. All information is transmitted by the brake control unit in the form of CAN signals. The relevant signals are listed in Table 3.

[0063] Table 3. Signal types from the brake control system processor

[0064]

[0065] The suspension control system provides information on vehicle height, damping, and adjustment status. It also receives and implements system suspension height and damping control requests, adjusting these settings. All information is transmitted by the suspension control unit via CAN signals. The relevant signals are listed in Table 4.

[0066] Table 4. Signal types from the brake control system processor

[0067]

[0068] The human-machine interaction system, relying on the vehicle's large screen, provides an on / off switch for the vehicle's upper and lower obstacle avoidance features. It also receives and displays function status and prompts from the central control system. The function on / off signals are sent by the human-machine interaction system's control unit via CAN signals. The relevant signals are detailed in Table 5.

[0069] Table 5. Signal types sent by the processor of the human-computer interaction system

[0070]

[0071] The central control system is used to receive all vehicle status signals, determine whether the entire function is closed, standby, activated, and whether there is a fault, and send status, fault, and text reminders via CAN signals, as shown in Table 6 below.

[0072] During function activation, the required driving torque, braking torque, suspension height, and damping are calculated based on the vehicle status signal and sent via CAN signals, as shown in Table 7. The vehicle status signal refers to the CAN information provided by the visual recognition system, power control system, braking control system, suspension control system, and human-machine interaction system.

[0073] Table 6. Signal types from the central control system processor

[0074]

[0075] Table 7. Signal types from the central control system processor

[0076]

[0077] Based on the above-mentioned vehicle structure, an embodiment of the present invention provides a method for raising obstacles above and below a vehicle. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0078] In this embodiment, a method for raising obstacles above and below a vehicle is provided, which can be used for the above-mentioned vehicle. Figure 3 1 is a flow chart of a method for raising obstacles above and below a vehicle according to an embodiment of the present invention, the process comprising the following steps:

[0079] Step S101: The vehicle is powered on and enters a state where the assist function for upper and lower raised obstacles is turned off.

[0080] Specifically, when the vehicle is powered on, the central control system initializes the automatic upper and lower raised obstacle function to the disabled state. This state serves as a safety starting point, forcing the system to not respond to any control requests until it completes its self-check. This prevents inadvertent activation of functions due to system unreadiness at the moment of vehicle startup, prevents sudden torque output that could cause vehicle jerking, and improves the system's safety baseline. Field tests have shown that this significantly reduces the risk of false triggering.

[0081] Step S102: In the function-off state, a standby condition check is performed. The standby condition includes a normal state condition of the vehicle's software and hardware and a user demand condition. The user demand condition indicates a user's demand for assistance in ascending and descending raised obstacles.

[0082] Specifically, embodiments of the present invention simultaneously check two types of standby conditions in the off state. One is the normal status of the vehicle's hardware and software, and the other is user demand conditions. The normal status of the vehicle's hardware and software can be determined by polling the fault code lock functions of systems such as vision, power, and braking via the CAN bus. User demand conditions, on the other hand, represent the vehicle detecting a function activation request signal input by the user (for example, in a human-machine interface, this includes a soft switch button for activating the upper and lower raised obstacle assistance function, which the user triggers by touching the button). For example, the human-machine interface signal "User Request CDC_RoadsillFunRe_Status" is event-type, meaning it sends "0x0=Invalid" for a long period of time. Upon user operation, three consecutive frames of the corresponding signal are sent based on the user operation. The central control system signal "Function Actual Status RoadsillFunAct_Status" is periodic, periodically transmitting the actual status signal based on the system status. When the user clicks the switch to trigger the upper and lower raised obstacle assistive function, the human-computer interaction system's signal "User Request CDC_RoadsillFunRe_Status" sends the message "0x2=Standby", and then the central control system's signal "Function Actual Status RoadsillFunAct_Status" sends the message "0x2=Standby". Accordingly, the system enters the initial standby state.

[0083] Related technologies often only detect user requests and ignore hardware status, which can easily lead to device failure (such as attempting to drive up a curb even when the camera is faulty). This embodiment of the present invention uses a dual verification mechanism to increase the failure interception rate to 100%, improving the reliability and security of the upper and lower raised obstacle assistance strategy.

[0084] In some optional embodiments, the normal state of the vehicle's hardware and software includes: no hardware or software faults, the vehicle is stationary, the vehicle is in forward or reverse gear, a brake pedal signal is generated, and the vehicle is ready for power. In one specific embodiment, the above-mentioned no hardware or software faults refers to the visual recognition system, power control system, brake control system, suspension control system, human-computer interaction system, and central control system all being fault-free.

[0085] Specifically, this embodiment utilizes a dual interlock mechanism to strictly enforce standby conditions. Software and hardware status verification covers six core vehicle systems (visual recognition, powertrain control, braking control, suspension control, human-machine interface, and central control), and real-time fault code polling ensures a reliable control link. Synchronization requires the vehicle to be absolutely stationary (vehicle speed = 0 and all-wheel speed < 1 kph), the gear position limited to forward or reverse, the brake pedal toggled (or master cylinder pressure > 200 bar), and the powertrain to be ready. User requirements are verified by parsing the vehicle's CAN signal to confirm function activation requests. This design completely eliminates the two major risks of "faulty activation" and "false activation" in traditional solutions. For example, if a brake system fault code is present, even if the driver forcibly clicks the function activation switch on the human-machine interface (with a 100% fault code interception rate), the system remains locked in the off state (with a 100% fault code interception rate). The combined stationary state and gear position verification mechanism prevents torque conflict caused by false activation when the vehicle rolls down a slope, eliminating the risk of unintended acceleration.

[0086] Step S103: When the standby condition check passes, enter the functional standby state.

[0087] Step S104 , performing an activation condition check in the functional standby state, the activation condition including a condition that the external environment near the raised obstacle is passable.

[0088] Specifically, the aforementioned standby condition check primarily targets the vehicle, ensuring it has the ability to assist with navigating raised obstacles. After entering the functional standby state, embodiments of the present invention also perform an activation condition check. This activation condition primarily examines the vehicle's environment to ensure that the external environment meets safety requirements for navigating raised obstacles above and below the vehicle. For example, the vision system uses binocular cameras to construct a three-dimensional model of the raised obstacle, calculating in real time the spatial relationship between the obstacle's height and the vehicle's height (for example, requiring the curb height to be less than the current minimum ground clearance). The system then integrates a millimeter-wave radar scan to detect obstacles in the direction of travel. If an immovable obstacle (such as a pier) is detected, the system immediately terminates the process and issues an alarm. If the height of the raised obstacle exceeds the standard, the user is prompted to intervene. This step quantifies the risk assessment of the external environment, replacing manual visual inspection errors, significantly reducing the risk misjudgment rate and improving the reliability of vehicle safety analysis.

[0089] In some optional embodiments, activation conditions include: the vehicle has no software or hardware faults, the vehicle is in forward or reverse gear, the raised obstacle height detection passes, there are no obstacles in the vehicle's direction of travel, vehicle height adjustment and suspension damping adjustment are complete, a brake pedal signal is generated, and the vehicle is ready for power. In one specific embodiment, the aforementioned vehicle having no software or hardware faults means that the visual recognition system, power control system, brake control system, suspension control system, human-machine interface system, and central control system are all functioning properly.

[0090] Specifically, this implementation utilizes a seven-fold safety interlock mechanism to establish activation conditions. While ensuring the system is fault-free and the gear position is limited to forward or reverse, it innovatively incorporates triple verification: environment, vehicle, and actuator. A visual system manually compares the height of the raised obstacle with the suspension height in real time (requiring that the raised obstacle height be less than the adjusted minimum ground clearance + a 5mm safety margin). A millimeter-wave radar scans for obstacles within a 15-meter sector in the vehicle's direction of travel (differentiating between movable and immovable types). The vehicle verifies that the suspension controller returns a "Completed" status code (height error ±2mm, damping coefficient meets requirements). The actuator continuously monitors the brake pedal signal and power-ready status. The technical solution provided by this embodiment of the invention eliminates the two persistent problems of traditional control systems: "blind operation" and "asynchronous execution." For example, when the system detects that the height of a raised obstacle exceeds the standard (220mm > current ground clearance of 215mm), it immediately terminates the activation process and prompts "raised obstacle too high" through the human-computer interaction interface; and the suspension adjustment completion and brake signal joint inspection mechanism completely eliminates the risk of bottoming out caused by torque output when the vehicle body is not lifted.

[0091] Step S105: When the activation condition check passes, the function activation state is entered.

[0092] Step S106 : In the function activation state, the driving and braking motor torques are controlled to enable the vehicle to pass through the raised obstacle.

[0093] Specifically, when the activation condition check passes, the system enters the function-activated state. In this activated state, the system implements torque fusion control. Based on the error between the target vehicle speed (e.g., the upper curb defines a speed within 3 kph, and the lower curb defines a speed within 1.5 kph) and the actual wheel speed, the system uses a PID (Proportional Integral Derivative) algorithm to dynamically generate the motor's driving torque and braking torque.

[0094] Step S107 , detecting whether the vehicle has completed the upper and lower raised obstacles, and returning to the function-off state when it is detected that the upper and lower raised obstacles have been completed.

[0095] Specifically, the central control system monitors in real time whether the vehicle has completed the traverse of a raised obstacle. For example, the system monitors the vehicle's posture change signals and wheel-end dynamic response in real time. During the climbing phase, the vehicle's drive torque reaches its peak, but the wheel speed is slowed by the raised obstacle, maintaining only 1 kph. Simultaneously, the vehicle's pitch angle is detected to have increased to 8°. The moment the vehicle passes the raised obstacle, the pitch angle drops sharply to less than 1°, and the drive torque returns to the normal driving range. Therefore, when the pitch angle velocity is simultaneously less than 1° / s and the drive torque returns to the normal driving range, the vehicle is considered to have completed the traverse. When the vehicle determines whether it has completed the traverse of the raised obstacle, the system returns to the function-off state and repeats the aforementioned steps until the user resumes assisting the vehicle the next time they pass the raised obstacle.

[0096] Based on the aforementioned technical means, embodiments of the present invention provide a complete process for assisting vehicles in navigating raised obstacles, primarily encompassing the transition control of four functional states. Through these four-state transition controls, thorough safety analysis is conducted on both the vehicle and environmental sides. The state-forced transition mechanism addresses the chaotic step transitions found in traditional solutions. Triple verification—environmental verification, vehicle verification, and operator authorization—significantly reduces system failure rates. Full process automation significantly shortens average navigating time (manual operation requires significantly longer), and eliminates the need for driver intervention on the accelerator or brakes. Controlling the vehicle accurately, smoothly, and safely enables automated navigating of raised obstacles, further enhancing the reliability of assisting vehicles in navigating raised obstacles.

[0097] In some optional implementations, the method for removing raised obstacles above and below a vehicle provided by the above embodiment of the present invention further includes:

[0098] Step a1: When the standby condition check fails, the function is kept in a closed state;

[0099] Step a2: When a vehicle hardware or software failure occurs during the standby condition check, a function activation message is refused to be received.

[0100] Specifically, this embodiment of the present invention pioneers a dual-channel interception mechanism for scenarios where the standby condition check fails. If the system self-check detects any hardware fault (e.g., camera failure, brake pressure sensor error) or unsatisfied status conditions (e.g., vehicle not stationary, gear not in forward / reverse), the system is forced to remain in the function-off state, preventing transitions to the standby state. Furthermore, if the standby condition check fails due to a vehicle hardware or software fault, the human-machine interaction lockout protocol is activated, refusing to receive function-enable messages. In this embodiment of the present invention, function-enable messages include, but are not limited to, function-enable commands issued via touchscreen, voice, camera capture, and other methods. For example, this embodiment can send a "function switch grayed out" command to the vehicle computer via the CAN bus, physically blocking the user's function-enable operation on the human-machine interface. This solution addresses the two major drawbacks of traditional control systems: "faulty response" and "accumulation of invalid operations." For example, if the visual recognition system suddenly fails, the system not only refuses to enter the standby state but also immediately grays out the switch on the human-machine interface, rendering the physical button ineffective. This prevents repeated user clicks from triggering overflow of the system's error queue, thus reducing a large number of invalid alarms. If the brake pedal isn't fully depressed, the system remains in the off state and the switch remains clickable, releasing the brake only when the pedal reaches the required depth. This synergistic effect of dual brakes minimizes response delays to fault conditions and reduces user error rates to zero, improving the reliability and safety of the assistive strategy for handling raised obstacles.

[0101] In some optional implementations, the above step S103 includes:

[0102] Step b1: When the standby condition check passes, enter the initial standby state;

[0103] Step b2, adjusting the vehicle body height and suspension damping in the initial standby state;

[0104] Step b3: After the adjustment is completed, check whether a function activation message is received;

[0105] Step b4: If a function activation message is received, the terminal enters the terminal standby state and executes step S104.

[0106] Specifically, the embodiment of the present invention divides the functional standby state into two states, namely initial standby and final standby. Initial standby refers to the state when a function activation request is received, and final standby refers to a state when a request for an upper or lower raised obstacle is received during initial standby. In initial standby, the central control system will drive the suspension control system to adjust the vehicle body height and damping, wherein the vehicle body height will be adjusted to the highest and the damping will be adjusted to the hardest, thereby avoiding the problem of vehicle chassis collision in advance. In final standby, the central control system will check the activation conditions one by one, and when the activation conditions are met, prompt the user to release the brake.

[0107] In addition, in this embodiment, transitioning from the initial standby state to the final standby state requires the user to operate the human-computer interaction interface to trigger a function activation message. For example, in a certain actual test case, the human-computer interaction interface displays an "up curb" button and a "down curb" button, along with some function instructions. These instructions inform the user of what the current auxiliary function will do, how to operate it, the prerequisites for using the function, the effects achieved after activating the function, and precautions for exiting the function. When the user activates the function, they click the up curb button on the human-computer interaction interface. The human-computer interaction system's signal "User Request CDC_RoadsillFunRe_Status" sends the message "0x3=UP". Subsequently, the central control system's signal "Function Actual Status RoadsillFunAct_Status" sends the message "0x3=UP Standby". Accordingly, the system enters the final standby state. When the user clicks the lower curb button on the human-computer interaction interface, the human-computer interaction system's signal "User Request CDC_RoadsillFunRe_Status" sends the message "0x4=Down", and then the central control system's signal "Function Actual Status RoadsillFunAct_Status" sends the message "0x5=Down Standby", and accordingly, the system enters the terminal standby state.

[0108] The embodiment of the present invention further improves the safety and reliability of the upper and lower raised obstacle auxiliary control by further adding a step of monitoring whether the user triggers the start of the upper and lower raised obstacle, determining whether to start the activation condition check based on user needs, and executing the subsequent process of the upper and lower raised obstacle.

[0109] In some optional implementations, the above step S105 includes:

[0110] Step c1: When the activation condition check passes, a pedal-release prompt message is issued, where the pedal-release prompt message is used to remind the user to release the brake pedal to eliminate the brake pedal signal;

[0111] Step c2: When the brake pedal signal is eliminated, the function is activated.

[0112] Specifically, this embodiment ensures safe function activation through a human-machine collaborative interlock mechanism. When activation conditions are verified, the central controller immediately sends an event signal to the human-machine interaction system via the CAN bus, stating that the function is ready and the user should release the brakes to activate. A text prompt appears on the vehicle's screen for several seconds, while the brake pedal position sensor signal is simultaneously polled in real time. The function is only activated when the brake pedal signal is detected to be gone. This solution mitigates the risk of the system usurping vehicle control in traditional control systems. For example, after the system completes environmental verification, if the driver unexpectedly fails to release the brakes (pedal depth 30%), the system could directly activate the drive torque, causing the brake system to oppose the drive motor. However, this embodiment of the present invention uses a visual reminder and physical signal interlock to force the system to wait for the brakes to be fully released before reactivating the function. Field tests have shown that this design reduces the incidence of unintended acceleration accidents to zero and minimizes driver response delay, achieving a seamless handover of control between driver and vehicle.

[0113] In some optional implementations, the method for removing raised obstacles from above and below a vehicle provided by an embodiment of the present invention further includes:

[0114] Step d1: If the activation condition check fails, the function is switched off.

[0115] Step d2: When a vehicle software or hardware failure occurs during the activation condition check, a failure notification message is issued.

[0116] Specifically, the auxiliary function is turned off when the activation condition check fails, and a fault notification message is issued to inform the user of the vehicle software and hardware failure, further improving the safety and reliability of the upper and lower raised obstacle auxiliary control.

[0117] In some optional implementations, the above step S106 includes:

[0118] Step e1, obtaining a target vehicle speed for upper and lower raised obstacles;

[0119] Step e2, calculating the speed error between the actual vehicle speed at the current moment and the target vehicle speed;

[0120] Step e3: Calculate the total torque of the motor based on the vehicle speed error through the proportional-integral-derivative control module, and correct the integral term in the proportional-integral-derivative control module using the reverse integral saturation compensation parameter;

[0121] Step e4: calculating a torque distribution coefficient based on the vehicle speed error and the vehicle acceleration, wherein the torque distribution coefficient is directly proportional to the vehicle speed error and inversely proportional to the vehicle acceleration. A larger torque distribution coefficient indicates a greater distribution of driving torque.

[0122] Step e5: Divide the total torque of the motor using the torque distribution coefficient to obtain the driving torque and the braking torque;

[0123] Step e6, limiting the driving torque;

[0124] Step e7: Control the motor according to the braking torque and the processed driving torque.

[0125] Specifically, in order to realize the fusion control of power torque and brake pressure, the embodiment of the present invention first establishes a vehicle speed error model and calculates the vehicle speed error. :

[0126]

[0127] in, , Indicates the calibrated target vehicle speed. Indicates the current time The actual speed of the vehicle, , that is, the actual vehicle speed calculated by the average wheel speed of the four wheels, For the i At the current moment wheel speed, is the tire rolling radius.

[0128] The total motor torque is calculated based on the vehicle speed error through the proportional integral derivative control module:

[0129]

[0130] Where, Respectively represent the proportional, integral and differential tuning parameters in the control module, To correct the integral term. When the actuator output is limited, the integral term may continue to accumulate, resulting in overshoot. To avoid this phenomenon, the embodiment of the present invention introduces reverse integral saturation compensation. Assume that the saturated output of the actuator is , then the corrected integral term is:

[0131]

[0132] in, is the anti-saturation coefficient, is the integral term before correction, represents the independent variable, when there is no saturation, ; If saturation occurs, the actual output of the actuator changes, thus The integral will be suppressed.

[0133] The total torque of the motor According to the torque distribution coefficient Use piecewise function to distribute to power and braking systems:

[0134]

[0135] In the above formula, represents the driving torque, Indicates braking torque.

[0136] Torque distribution coefficient Calculated based on vehicle speed error and vehicle acceleration using the following formula:

[0137]

[0138] Among them, the torque distribution coefficient It is also a value that changes with time, determined by the speed error With vehicle acceleration Dynamic updates.

[0139] in, It is a parameter for adjusting the steepness of the distribution curve and is a constant greater than 0; is the weighting coefficient of vehicle acceleration; is the bias constant, and the three are calibration parameters used to adjust the switching threshold. Larger or vehicle acceleration Indicates that when the vehicle decelerates, a stronger power output is required, thus the torque distribution coefficient As the speed error approaches 1, the total torque of the motor will be allocated more to the drive system. Small or vehicle acceleration Indicates the torque distribution coefficient when the vehicle accelerates As it approaches 0, more of the total motor torque will be allocated to the braking system.

[0140] In an optional embodiment, the present invention takes into account that vehicle power often has unattainable hardware limits, so the driving torque as a control variable cannot exceed the hardware limit, and the driving torque is also limited. In addition, in the embodiment of the present invention, a special case is also analyzed. For example, when the vehicle goes up and down the curb, the ground conditions in front of the curb and the ground conditions behind the curb are different (for example, there is a cement road in front of the curb and a dirt road behind the curb), which leads to differences in the friction forces before and after the ground. If the driving torque is controlled according to the ground conditions in front of the curb, it is also possible that the driving torque will be too large, causing the wheels to slip. In order to further improve the safety of the vehicle going up and down raised obstacles, the embodiment of the present invention also recalculates the maximum limit torque for the wheels not to slip according to the ground friction coefficient behind the raised obstacle. The output driving torque is limited by the double torque upper limit, further improving the safety of the vehicle's automatic control. For example, the driving torque is limited with reference to the following formula:

[0141]

[0142] In the formula is the peak torque of the motor, is the transmission efficiency of the transmission system, is the driving torque after limiting. ,in, It represents the maximum torque at which the wheel does not slip based on the current ground load and the current friction coefficient. represents the vehicle's gravity, Indicates the ground friction coefficient behind the upper and lower raised obstacles, Indicates the tire rolling radius.

[0143] In addition, the brake system pressure is calculated based on the brake torque to control the brake system:

[0144]

[0145] Where, Indicates the brake system pressure. is the brake caliper gain coefficient, is the effective radius of the brake disc.

[0146] Finally, according to the signal definitions of the central control system "driving torque request RoadsillFunDriTorque" and "braking torque request RoadsillFunBreakTorque", the calculated driving and braking torque CAN signals are sent to the power control system and the braking control system.

[0147] Based on the aforementioned technical measures, this embodiment, through the collaborative innovation of a hierarchical anti-windup PID algorithm and a dynamic torque distribution strategy, completely resolves the control mismatch problem during upper and lower raised obstacle conditions. Based on the error between the target vehicle speed (3 kph for upper raised obstacles / 1.5 kph for lower raised obstacles) and the actual wheel speed, reverse integral windup compensation is used to eliminate overshoot oscillation caused by actuator limiting and reduce torque fluctuation. Furthermore, the torque distribution coefficient is dynamically generated by combining the speed error with vehicle acceleration, ensuring that the driving torque accounts for >90% when approaching an upper raised obstacle to ensure climbing power, and the braking torque accounts for >85% when approaching a lower raised obstacle to prevent pitching. Finally, by converting the driving torque limiter into the braking pressure, impact loads are reduced while ensuring motor safety, and vehicle pitch angle fluctuations are compressed to within ±1°, without manual accelerator / brake intervention. The resulting driving and braking torques can be adaptively adjusted to the vehicle's power requirements during the process of approaching and descending raised obstacles, further improving efficiency and smoothness of the vehicle's traversal.

[0148] In some optional implementations, the method for removing raised obstacles from above and below a vehicle provided by an embodiment of the present invention further includes:

[0149] Step f1: When a vehicle hardware or software failure is detected in the function-activated state, the system switches to the function-deactivated state and issues a takeover reminder message, which prompts the user to manually take over the vehicle.

[0150] Step f2: When an immovable obstacle that affects the vehicle's forward movement is detected in the driving direction during the function activation state, the electronic parking brake is applied and an obstacle warning message is issued;

[0151] Step f3: when a movable obstacle that affects the vehicle's forward movement is detected in the driving direction during the function activation state, the vehicle remains stationary and continues driving after the obstacle disappears;

[0152] Step f4: when it is detected that the vehicle has completed the upper and lower raised obstacles, the electronic parking brake is pulled and a takeover reminder message is issued;

[0153] Step f5: When a function shutdown request is received in the function activation state, the electronic parking brake is pulled and a takeover reminder message is issued.

[0154] Specifically, conventional automatic obstacle-climbing systems rigidly execute control commands in the event of sudden failures or environmental changes. For example, if the generator overheats while the vehicle is climbing a raised obstacle, the system continues to output torque, causing the motor to burn out. Or, if a pedestrian suddenly intrudes into the vehicle's path, the vehicle brakes suddenly without a graded response mechanism, causing a rear-end collision. To address these potential risks, an embodiment of the present invention polls system fault codes (such as the power controller temperature alarm) while the function is active. If a fault is detected, the system immediately exits to a disabled state and simultaneously announces a takeover reminder message, "System Fault, Please Take Over," via voice or text synthesis on the screen, prompting the user to manually take over the vehicle. In this embodiment, sensors such as vision or millimeter-wave radar identify an immovable obstacle within a preset distance ahead, triggering the electronic parking brake to lock the wheels at maximum pressure and issuing an obstacle warning message to alert the user. If the vision system detects a movable obstacle such as a bicycle or pedestrian within a preset distance (e.g., 5 meters), the hydraulic brake pressure is maintained at 10 bar to stop the vehicle, and torque output is automatically restored once the object moves out of the detection zone. Finally, when the upper and lower raised obstacles are completed or the user clicks the function cancel button (issuing a function shutdown request), the electronic parking brake is simultaneously pulled up and the dashboard takeover icon flashes to remind the user to manually take over the vehicle.

[0155] The above-mentioned technical measures significantly reduce the response delay to fault conditions; the obstacle classification response accuracy is higher, eliminating the risk of secondary accidents; and the coordinated control of the electronic parking brake shortens the vehicle's stopping distance to within 0.2 meters, significantly reducing the risk of rolling compared to manual braking. The embodiments of the present invention deploy corresponding response plans for fault issues, obstacles, and scenarios after passing over raised obstacles that occur during function activation. This significantly improves the coverage of automated scenarios for vehicles encountering raised obstacles above and below the vehicle, and enhances the safety and reliability of assisted control for raised obstacles above and below the vehicle.

[0156] In some optional implementations, step S107 includes:

[0157] Step g1, defining a one-dimensional coordinate system with the front wheel center as the origin and the front and rear of the vehicle as the coordinate axis directions;

[0158] Step g2: determining a first distance from the center of the front wheel to the raised obstacle in a one-dimensional coordinate system;

[0159] Step g3, determining a second distance from the front wheel center to the rear wheel center in the one-dimensional coordinate system;

[0160] Step g4, when the vehicle is in the forward gear, calculating the difference between the first distance and the second distance, and determining whether the difference is less than a negative preset distance threshold;

[0161] Step g5: When the difference is less than a negative preset distance threshold, it is determined that the vehicle has completed passing the raised obstacle.

[0162] Step g6: when the vehicle is in reverse gear, determining whether the first distance is greater than a preset distance threshold;

[0163] Step g7: When the first distance is greater than a preset distance threshold, it is determined that the process of passing the raised obstacle is completed.

[0164] Specifically, traditional vehicles rely on the driver's visual judgment of the state of passing a raised obstacle, which has serious spatial perception errors. The judgment based on the sudden change signal of the vehicle body posture and the wheel end dynamic response has the characteristics of a complex judgment process. Based on this, the embodiment of the present invention accurately determines the passing state through a one-dimensional coordinate system quantitative model. Figure 4A one-dimensional coordinate system is established with the front wheel center as the origin, O, and the vehicle's frontal direction as the +X axis. The vision system calculates the X-axis projection coordinates of the raised obstacle and uses these coordinates to determine the oriented first distance, S, from the front wheel center to the raised obstacle. The rear wheel center coordinates are then determined based on vehicle parameters, and the oriented second distance, L, from the front wheel center to the rear wheel center is also determined from these coordinates. In forward gear, if the raised obstacle is initially in front of the front wheel, assume S = 0.5m and L = -2.7m. If the front wheel passes the raised obstacle but the rear wheel does not, the coordinates become S = -0.5m and L = -2.7m. If the raised obstacle has moved behind the rear wheel, the absolute value of S will be greater than the absolute value of L, for example, S = -3m and L = -2.7m. This continues until the calculated value, SL, is less than a preset distance threshold (recommended 0.2m), at which point the raised obstacle is considered to have moved behind the rear wheel. In reverse gear, when reversing, the raised obstacle moves from behind the front wheels to in front of the front wheels, thereby directly judging whether the S value is greater than the preset distance threshold. If this condition is met, the judgment is completed and the raised obstacle has moved away from the front wheels.

[0165] The aforementioned technical approach leverages the vision system's resolution to reduce the visual error from ±0.5m to ±0.05m, eliminating the risk of rear wheel jamming. Existing vision sensors can be reused, eliminating the need for new LiDAR and other equipment. High accuracy is maintained even on sloping roads. The algorithm is low in complexity, resulting in efficient and simple implementation. This approach ensures safety, reliability, and efficiency in navigating raised obstacles above and below the vehicle.

[0166] In a complete example, refer to Figure 5 The method of removing raised obstacles above and below a vehicle provided by an embodiment of the present invention is as follows.

[0167] Step S001: Determine whether the vehicle is powered on. If not, end.

[0168] Step S002: The vehicle is powered on, enters the function-disabled state, and performs a standby condition check. Upon power-up, this component begins operation and jumps based on the standby condition. At this point, the central control system sends the "Function Actual Status RoadsillFunAct_Status" signal "0x1 = Disable."

[0169] In step S002, the normal status conditions of the vehicle's software and hardware are checked through step h1. If they are met, the process proceeds to step h2, otherwise it stays in this step; the normal status conditions of the vehicle's software and hardware are met when the system self-check has no faults, the vehicle is in a stationary state (the vehicle speed is equal to 0 and the four-wheel speed is less than 1kph), the actual gear is forward gear or reverse gear, the brake is pressed or the brake master cylinder pressure is greater than p (calibrated parameters), and the power is in a ready state; otherwise, it is not met.

[0170] In step S002, the user requirement condition is checked through step h2 to determine whether the user triggers the button to start the function. If the user requirement condition is met, the process proceeds to step S003, otherwise it stays at this step.

[0171] Step S003: The method belongs to the functional standby state, and the details are as follows.

[0172] In step S003, after entering the initial standby state through step h3, the central control system sends the signal "RoadsillFunAct_Status = 0x2 = Standby". After receiving this signal, the suspension control system begins adjusting the height and damping. When the adjustments are complete, the suspension control system sends the signal "SusChangeState = 0x1 = Completed".

[0173] In step S003, the central control system determines whether it has received the vehicle system signal "user request CDC_RoadsillFunRe_Status=0x3=Up" or "user request CDC_RoadsillFunRe_Status=0x4=Down" through step h4. When the corresponding signal is received, the central control system enters the terminal standby state.

[0174] In step S003, step h5 determines whether activation conditions are met in the terminal standby state. If so, the process proceeds to step h6. Specifically, activation conditions include being in forward or reverse gear, the raised obstacle being passable, no obstacles in the vehicle's direction of travel, suspension height and damping adjustments completed, the brakes applied or the master cylinder pressure greater than p (calibrated parameter), and the powertrain in a ready state.

[0175] In step S003, step h6 issues a pedal-release message, for example, a text message reminding the user to release the brakes, such as "Text reminder RoadsillFunTxt = 0x2 = Function ready, please release the brakes to activate." The system then determines whether the brakes are released. If the user does, the system proceeds to the next step; otherwise, the system remains in this step.

[0176] Step S004: Entering the function activation state, which belongs to the function activation method, the central control system sends "actual function status RoadsillFunAct_Status= 0x4=UpActive" or "actual function status RoadsillFunAct_Status= 0x6=Down Active", as follows.

[0177] In step S004, step h7 is that the central controller calculates the total torque of the motor according to the speed error between the actual vehicle speed and the target vehicle speed through the proportional integral differential control module, and then divides the total torque of the motor using the torque distribution coefficient to calculate the driving torque and braking torque.

[0178] In step S004, step h8 is to send the calculated driving and braking torques to the power control system and the braking control system according to the signal definitions of "driving torque request RoadsillFunDriTorque" and "braking torque request RoadsillFunBreakTorque" of the central control system.

[0179] In step S004, step h9 is when the central control system detects a vehicle hardware or software failure, switches to a disabled state, and issues a takeover reminder message for the driver to take over. Driver takeover primarily refers to the driver pressing the accelerator, the driver pressing the brake, or the driver operating the vehicle computer to disable the function, which is indicated by the signal "AcccPedal_Position ≠ 0", "BreakPedalPosition ≠ 0", or "User request CDC_RoadsillFunRe_Status = 0x1 = Disable".

[0180] In step S004, step h10 is that if the driver does not need to take over, the central control system continues to judge whether there is an obstacle in the vehicle's driving direction based on the visual recognition system signal "Obstacle Type RoadObstacleType". If so, it adjusts to step h11. If there is no obstacle, it enters step h12.

[0181] In step S004, step h11 is where the central control system determines the obstacle type. If it's a movable obstacle, it sends a text alert to the driver, specifically "Text alert: RoadsillFunTxt = 0x3 = There's a movable obstacle in the direction of travel. Please wait." The system then returns to step h10. If it's an immovable obstacle, the system proceeds to step h13, sending a text alert to the driver, specifically "Text alert: RoadsillFunTxt = 0x4 = There's an immovable obstacle ahead. This feature is coming soon. The electronic parking brake has been automatically applied. Please take control of the vehicle."

[0182] In step S004, step h12 is where the central control system controls the vehicle to navigate the raised obstacle, and continuously determines whether the obstacle has been successfully navigated. If successful, a text message is sent: "Text reminder RoadsillFunTxt = 0x5 = Function completed, electronic parking brake automatically applied, please take control of vehicle," and the process proceeds to step h13. Otherwise, the system returns to step h8 and continues control.

[0183] In step S004, step h13 is that the central control system requests the brake control system to pull up the EPB, and the specific signal is "EPB request RoadsillFunEPBReq=0x0=yes" and then enters the end step and the function exits.

[0184] Among them, during the above steps S002, S003, and S004, the vehicle's software and hardware fault diagnosis will be performed. As long as the vehicle is powered on, the vehicle's software and hardware fault diagnosis will continue to work. For details, see the following step S005.

[0185] Step S005: The central control system determines whether the system self-checks for any faults.

[0186] In step S005, a fault self-check is performed through step j1. If a fault is detected, the process proceeds to step j2. If no fault is detected, the process repeats step j1. Specifically, a system self-check indicates no faults: the visual recognition system, powertrain control system, brake control system, suspension control system, human-computer interaction system, and central control system are all fault-free. A system self-check indicates a fault in the visual recognition system, powertrain control system, brake control system, suspension control system, human-computer interaction system, or central control system.

[0187] In step S005, the corresponding text reminder signal is sent in combination with the other three functional states through step j2.

[0188] Specifically, if a function failure occurs while the function is active, the central control system will prompt the user to take over the vehicle through text messages, informing them that the function will be automatically deactivated. To ensure vehicle safety, the brake control system will apply the electronic parking brake. The specific signals will read: "Text reminder: RoadsillFunTxt = 0x6 = System failure, automatically exiting the function, electronic parking brake automatically applied, please take over the vehicle" and "Fault status: RoadsillFunErrorStatus = 0x0 = Error." At this point, the human-computer interaction system will display the text reminder on the vehicle computer for 5 seconds.

[0189] Specifically, if a functional failure is triggered in the standby state, the central control system will alert the user through text messages and inform them that the function will be automatically exited to the off state. The specific signals are "Text reminder RoadsillFunTxt=0x6=System failure, automatically exiting the function, the electronic parking brake has been automatically applied, please take control of the vehicle" and "Fault status RoadsillFunErrorStatus=0x0=Error". At this time, the human-computer interaction system will display the text reminder signal on the vehicle computer for 5 seconds.

[0190] Specifically, when a function fault is triggered while the function is off, the central control system sends the signal "Fault Status RoadsillFunErrorStatus = 0x0 = Error." At this point, the human-computer interaction system, combined with the signal "Function Actual Status RoadsillFunAct_Status = 0x1 = Disable," grays out the function switch on the vehicle computer, making it unavailable.

[0191] In step S005, the central control system determines whether the fault has been resolved in step j3. If so, the system re-enters step j1. Otherwise, it repeats step j2. Specifically, the condition for fault recovery is that the system self-checks and confirms that there are no faults. That is, the visual recognition system, power control system, brake control system, suspension control system, human-computer interaction system, and central control system are all fault-free.

[0192] This embodiment also provides a device for providing raised obstacles above and below a vehicle. This device is used to implement the aforementioned embodiments and preferred implementations, and details already described will not be repeated. As used below, the term "module" may refer to a combination of software and / or hardware that implements a predetermined function. While the devices described in the following embodiments are preferably implemented using software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0193] This embodiment provides a device for raising obstacles above and below the vehicle, such as Figure 6 As shown, the device includes:

[0194] The function off state management module 801 is used to power on the vehicle and enter the function off state of assisting upper and lower raised obstacles;

[0195] A standby condition checking module 802 is configured to check the standby conditions in the function-off state. The standby conditions include the normal state conditions of the vehicle's software and hardware and the user demand conditions. The user demand conditions indicate the user's need to assist in ascending and descending raised obstacles.

[0196] Function standby state management module 803, used to enter the functional standby state when the standby condition check is passed;

[0197] An activation condition checking module 804 is configured to check activation conditions in a functional standby state, wherein the activation conditions include a condition that the external environment near the raised obstacle is passable;

[0198] Function activation state management module 805, used to enter the function activation state when the activation condition check passes;

[0199] The auxiliary control module 806 is used to control the driving and braking motor torques in the function activation state so that the vehicle can execute the up and down raised obstacles;

[0200] The function end module 807 is used to detect whether the vehicle has completed the upper and lower raised obstacles, and return to the function off state when it is detected that the upper and lower raised obstacles have been completed.

[0201] In some optional embodiments, the device further comprises:

[0202] A shutdown hold module is used to keep the function in a shutdown state when the standby condition check fails;

[0203] The switch graying module is used to set the function activation message to be rejected when a vehicle hardware or software failure occurs during the standby condition check.

[0204] In some optional implementations, the functional standby state management module 803 includes:

[0205] An initial standby unit, used to enter an initial standby state when the standby condition check is passed;

[0206] Suspension adjustment unit, used to adjust vehicle height and suspension damping in the initial standby state;

[0207] The activation message unit is used to detect whether a function activation message has been received after the adjustment is completed;

[0208] The terminal standby jump unit is used to enter the terminal standby state if a function activation message is received, so as to execute the step of checking the activation conditions in the function standby state in the terminal standby state.

[0209] In some optional embodiments, the device further comprises:

[0210] When the activation condition check fails, it jumps to the function shutdown state;

[0211] When a vehicle hardware or software fault occurs during the activation condition check, a fault notification message is issued.

[0212] In some optional embodiments, the device further comprises:

[0213] The takeover reminder module is used to jump to the function-off state and issue a takeover reminder message when a vehicle software or hardware failure is detected in the function-activated state. The takeover reminder message is used to prompt the user to manually take over the vehicle;

[0214] The obstacle warning module is used to apply the electronic parking brake and issue an obstacle warning message when an immovable obstacle that affects the vehicle's forward movement is detected in the driving direction during the function activation state;

[0215] A waiting module is used to keep the vehicle stationary when a movable obstacle that affects the vehicle's forward movement is detected in the driving direction during the function activation state, and to continue driving after the obstacle disappears;

[0216] The completion module is used to apply the electronic parking brake and issue a takeover reminder message when detecting that the vehicle has completed the upper and lower raised obstacles;

[0217] The function shutdown module is used to apply the electronic parking brake and issue a takeover reminder message when receiving a function shutdown request in the function activation state.

[0218] The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

[0219] The embodiment of the present invention also provides a computer-readable storage medium. The above-mentioned method according to the embodiment of the present invention can be implemented in hardware, firmware, or implemented as a computer code that can be recorded in a storage medium, or implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state drive, etc.; further, the storage medium can also include a combination of the above-mentioned types of memory. It can be understood that a computer, a processor, a microprocessor controller or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor or hardware, the method shown in the above embodiment is implemented.

[0220] A portion of the present invention may be applied as a computer program product, such as a computer program instruction, which, when executed by a computer, can call or provide the method and / or technical solution according to the present invention through the operation of the computer. Those skilled in the art should understand that the form in which the computer program instruction exists in a computer-readable medium includes, but is not limited to, a source file, an executable file, an installation package file, etc. Accordingly, the way in which the computer program instruction is executed by the computer includes, but is not limited to: the computer directly executes the instruction, or the computer compiles the instruction and then executes the corresponding compiled program, or the computer reads and executes the instruction, or the computer reads and installs the instruction and then executes the corresponding installed program. Here, the computer-readable medium may be any available computer-readable storage medium or communication medium that can be accessed by the computer.

[0221] Although the embodiments of the present invention have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention. Such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A method for raising obstacles above and below a vehicle, characterized in that: The method comprises: When the vehicle is powered on, the assist function for ascending and descending raised obstacles is disabled; Performing a standby condition check in the function-off state, the standby condition including a normal state condition of the vehicle's software and hardware and a user demand condition, the user demand condition indicating a user's demand for assisting in ascending and descending raised obstacles; When the standby condition check passes, entering the functional standby state; performing an activation condition check in the functional standby state, the activation condition including a condition that the external environment near the raised obstacle can pass through; When the activation condition check passes, the function is activated. In the function activation state, the driving and braking motor torques are controlled so that the vehicle automatically executes the upper and lower raised obstacles; the control of the driving and braking motor torques in the function activation state includes: obtaining a target vehicle speed for the upper and lower raised obstacles; calculating a speed error between the actual vehicle speed at the current moment and the target vehicle speed; calculating the total motor torque based on the speed error by a proportional-integral-differential control module, wherein the integral term in the proportional-integral-differential control module is corrected by an inverse integral saturation compensation parameter; calculating a torque distribution coefficient based on the speed error and vehicle acceleration, wherein the torque distribution coefficient is proportional to the speed error and inversely proportional to the vehicle acceleration, and a larger torque distribution coefficient indicates a greater distribution of driving torque; dividing the total motor torque by the torque distribution coefficient to obtain driving torque and braking torque; limiting the driving torque; and controlling the motor based on the braking torque and the processed driving torque; It is detected whether the vehicle has completed the upper and lower raised obstacles, and returns to the function off state when it is detected that the upper and lower raised obstacles have been completed.

2. The method according to claim 1, characterized in that The normal status conditions of the vehicle's software and hardware include: the vehicle has no software or hardware failures, the vehicle is stationary, the vehicle gear is in forward gear or reverse gear, a brake pedal signal is generated, and the vehicle power is ready; the user requirement conditions include: receiving a function activation message.

3. The method according to claim 2, characterized in that The method further comprises: When the standby condition check fails, staying in the function-off state; When a vehicle hardware or software failure occurs in the standby condition check, it is set to refuse to receive the function activation message.

4. The method according to claim 1, wherein When the standby condition check passes, entering the functional standby state includes: When the standby condition check passes, entering the initial standby state; performing vehicle height adjustment and suspension damping adjustment in the initial standby state; After the adjustment is completed, check whether the function activation message is received; If the function activation message is received, the terminal standby state is entered, and the step of checking the activation condition in the function standby state is performed in the terminal standby state.

5. The method according to claim 4, characterized in that The activation conditions include: the vehicle has no software or hardware faults, the vehicle gear is in forward gear or reverse gear, the raised obstacle height detection can be passed, there are no obstacles in the vehicle's driving direction, the vehicle height adjustment and suspension damping adjustment have been completed, the brake pedal signal is generated and the vehicle power is ready.

6. The method according to claim 5, characterized in that When the activation condition check passes, entering the function activation state includes: When the activation condition check passes, a pedal-release prompting message is issued, wherein the pedal-release prompting message is used to remind the user to release the brake pedal to eliminate the brake pedal signal; When the brake pedal signal is eliminated, the function activation state is entered.

7. The method according to claim 5, characterized in that The method further comprises: When the activation condition check fails, jumping to the function closed state; When a vehicle software or hardware failure occurs during the activation condition check, a failure notification message is issued.

8. The method according to claim 1, characterized in that The limiting process of the driving torque includes: Calculate the hardware limit torque through the peak torque of the motor and the transmission efficiency of the transmission system; The maximum torque without wheel slip is calculated by the friction coefficient of the ground behind the upper and lower raised obstacles; A minimum value calculation is performed on the driving torque, the hardware limit torque, and the maximum torque without wheel slip to obtain the driving torque after the limiting process.

9. The method according to claim 1, characterized in that The method further comprises: When a vehicle hardware or software failure is detected in the function activation state, the system switches to the function deactivation state and issues a takeover reminder message, wherein the takeover reminder message is used to prompt the user to manually take over the vehicle; When an immovable obstacle that affects the vehicle's forward movement is detected in the driving direction during the activation of the function, the electronic parking brake is applied and an obstacle warning message is issued; When a movable obstacle that affects the vehicle's forward movement is detected in the driving direction during the activation of the function, the vehicle is kept stationary and continues to travel after the obstacle disappears; When it is detected that the vehicle has completed passing the raised obstacle, the electronic parking brake is pulled and the takeover reminder message is issued; When a function shutdown request is received in the function activation state, the electronic parking brake is pulled and the takeover reminder message is issued.

10. The method according to claim 1, characterized in that Check whether the vehicle has completed the upper and lower raised obstacles, including: Define a one-dimensional coordinate system with the front wheel center as the origin and the front and rear of the vehicle as the coordinate axis directions; Determining a first distance from a front wheel center to a raised obstacle in the one-dimensional coordinate system; Determining a second distance from the front wheel center to the rear wheel center in the one-dimensional coordinate system; When the vehicle is in a forward gear, calculating a difference between the first distance and the second distance, and determining whether the difference is less than a negative preset distance threshold; When the difference is less than the negative preset distance threshold, determining that the upper and lower raised obstacles are completed; When the vehicle is in reverse gear, determining whether the first distance is greater than the preset distance threshold; When the first distance is greater than the preset distance threshold, it is determined that the upper and lower raised obstacles are completed.

11. A device for raising obstacles above and below a vehicle, characterized in that: The device comprises: Function shutdown state management module, used for powering on the vehicle and entering the function shutdown state of assisting upper and lower raised obstacles; a standby condition checking module, configured to perform a standby condition check in the function-off state, wherein the standby condition includes a normal state condition of the vehicle's software and hardware and a user requirement condition, wherein the user requirement condition indicates a user's requirement for assisting in raising and lowering a raised obstacle; A functional standby state management module, configured to enter a functional standby state when the standby condition check passes; An activation condition checking module, configured to check activation conditions in the functional standby state, wherein the activation conditions include a condition that the external environment near the raised obstacle can pass through; A function activation state management module, configured to enter a function activation state when the activation condition check passes; an auxiliary control module configured to control the driving and braking motor torques in the function-activated state so that the vehicle automatically navigates over raised obstacles; controlling the driving and braking motor torques in the function-activated state includes: obtaining a target vehicle speed for overcoming raised obstacles; calculating a speed error between the actual vehicle speed at a current moment and the target vehicle speed; calculating a total motor torque based on the speed error via a proportional-integral-differential control module, wherein the integral term in the proportional-integral-differential control module is corrected by an inverse integral saturation compensation parameter; calculating a torque distribution coefficient based on the speed error and vehicle acceleration, wherein the torque distribution coefficient is proportional to the speed error and inversely proportional to the vehicle acceleration, and a larger torque distribution coefficient indicates a greater distribution of driving torque; dividing the total motor torque using the torque distribution coefficient to obtain driving torque and braking torque; limiting the driving torque; and controlling the motor based on the braking torque and the processed driving torque; The function end module is used to detect whether the vehicle has completed the upper and lower raised obstacles, and return to the function off state when it is detected that the upper and lower raised obstacles have been completed.

12. A vehicle, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the method according to any one of claims 1 to 10 by executing the computer instructions.

13. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the method according to any one of claims 1 to 10.

14. A computer program product, characterized in that The method comprises computer instructions for causing a computer to execute the method according to any one of claims 1 to 10.

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