Vehicle obstacle crossing method and device, vehicle, medium and product
By optimizing the vehicle obstacle-crossing process through obstacle recognition and active suspension control, the problem of strong vehicle bumps in intelligent driving systems has been solved, resulting in smoother obstacle-crossing maneuvers and improved user experience and safety.
Patent Information
- Application Number
- CN202511202449.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-26
- Publication Date
- 2025-11-14
AI Technical Summary
Existing intelligent driving systems cause strong vehicle vibrations when facing obstacles on urban roads, resulting in a poor driving experience for users. Traditional control methods require instantaneous load transfer for wheel lifting actions, causing violent vehicle movement and affecting comfort and safety.
By identifying the wheel that first comes into contact with the obstacle, the active force is applied to the diagonally opposite wheel to compress the suspension. The vehicle body leverage effect is used to raise the wheel's ground clearance in advance, and then the active force is applied to the suspension to shift the vehicle's center of gravity, thereby reducing the impact force between the wheel and the obstacle.
It reduces vehicle bumps, improves the user's driving experience, reduces vehicle pitch and roll, and enhances vehicle smoothness and safety.
Smart Images
Figure CN120941934A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and in particular to a method, device, vehicle, medium and product for vehicle obstacle crossing. Background Technology
[0002] With the rapid development of intelligent driving systems, improving vehicle performance in complex road environments has become a core research focus. Urban environments are particularly challenging, requiring vehicles to frequently navigate common obstacles such as curbs, speed bumps, and bumps or depressions caused by road repairs. These seemingly ordinary urban facilities pose a severe test to the dynamic control of vehicles.
[0003] Currently, intelligent driving systems use sensors to predict when at least one wheel of the vehicle is about to collide with obstacles such as curbs or speed bumps while traveling along its current trajectory. The vehicle's control system then intervenes. Based on the order in which the wheels contact the obstacles, the system instructs the wheels to lift sequentially, allowing the vehicle to overcome the obstacle.
[0004] However, this method has the technical problem of causing a strong sense of bumpiness in the vehicle and a poor driving experience for the user. Summary of the Invention
[0005] This application provides a method, device, vehicle, medium, and product for overcoming obstacles by a vehicle, in order to solve the technical problem of strong vehicle bumps and poor user driving experience.
[0006] In a first aspect, embodiments of this application provide a method for a vehicle to overcome obstacles, including:
[0007] Calculate the distance between each wheel of the vehicle and the target obstacle, which is a climbable obstacle;
[0008] The wheel whose distance is less than a first preset distance is identified as the first wheel;
[0009] The driving force is determined based on the vehicle weight, the height of the target obstacle, the vehicle's suspension data, and the current vehicle speed.
[0010] The active force is applied to the suspension component corresponding to the second wheel, which is arranged diagonally to the first wheel;
[0011] When the duration of applying the active force to the second wheel reaches a preset duration, the active force is applied to the suspension component corresponding to the first wheel to control the vehicle to overturn the target obstacle.
[0012] In one possible implementation, determining the active power based on the vehicle weight, the height of the target obstacle, the vehicle's suspension data, and the current vehicle speed includes:
[0013] Calculate the natural frequency of the unsprung mass of the vehicle based on the unsprung mass and suspension stiffness.
[0014] The compression stroke is determined based on the height of the target obstacle;
[0015] The current acceleration of the vehicle is determined based on the natural frequency of the unsprung mass of the suspension, the current vehicle speed, the compression stroke, and a preset length. The preset length is the length between the lifting point of the sample wheel of the sample vehicle and the landing point of the sample target obstacle.
[0016] The active force is determined based on the current acceleration, the compression stroke, the vehicle weight, and the suspension spring coefficient.
[0017] The unsprung mass of the suspension, the stiffness of the suspension, and the spring coefficient of the suspension are all part of the suspension data.
[0018] In one possible implementation, before calculating the distance between each wheel of the vehicle and the target obstacle, the method includes:
[0019] Determine whether the vehicle meets the conditions for activating the obstacle crossing function. The activation conditions include at least one of the following: the door is closed, the current vehicle speed is less than a preset vehicle speed, the current motor temperature is less than a preset temperature, the height of the target obstacle is less than a preset height, and the absolute value of the distance difference between the two front wheels of the vehicle and the target obstacle is less than a second preset distance.
[0020] When the vehicle meets the activation conditions, the obstacle crossing function is activated.
[0021] In one possible implementation, the method further includes:
[0022] If the vehicle's current yaw rate is greater than a preset yaw rate, and / or the vehicle's current acceleration is greater than a preset acceleration, then the obstacle crossing function is deactivated.
[0023] In one possible implementation, the method further includes:
[0024] If the first wheel is a front wheel, then the front axle torque of the vehicle is transferred to the rear axle;
[0025] If the first wheel is a rear wheel, then the rear axle torque of the vehicle is transferred to the front axle.
[0026] In one possible implementation, the method further includes:
[0027] The total driving torque of the vehicle is determined using a PID algorithm based on the target speed and the current speed of the vehicle.
[0028] In one possible implementation, before calculating the distance between each wheel of the vehicle and the target obstacle, the method further includes:
[0029] Acquire vehicle driving data, which includes sensor sub-data and intelligent driving perception layer sub-data;
[0030] The vehicle driving data is subjected to a validity check, and the check result is obtained. The check result is used to indicate whether the vehicle driving data passes the validity check.
[0031] If the inspection result indicates that the vehicle driving data has not passed the validity check, then the obstacle crossing function is set to unavailable.
[0032] If the check result indicates that the vehicle driving data has passed the validity check, then the obstacle crossing function is set to available.
[0033] In one possible implementation, the validity check of the vehicle driving data includes:
[0034] Based on the verification code carried in the vehicle driving data, determine whether the vehicle driving data has been tampered with;
[0035] And / or,
[0036] Based on the timestamp carried in the vehicle driving data and the current time, determine whether the time difference between the time corresponding to the timestamp and the current time is greater than a preset time difference;
[0037] and / or
[0038] Based on the counter carried by the vehicle driving data within the preset reception period, determine whether the quantity corresponding to the counter accumulates over time.
[0039] Secondly, embodiments of this application provide a vehicle obstacle-crossing device, comprising:
[0040] A calculation module is used to calculate the distance between each wheel of the vehicle and a target obstacle, which is a climbable obstacle;
[0041] The first determining module is used to determine the wheel whose distance is less than a first preset distance as the first wheel;
[0042] The second determining module is used to determine the main force based on the vehicle weight, the height of the target obstacle, the vehicle's suspension data, and the current vehicle speed;
[0043] A first application module is used to apply the active force to the suspension component corresponding to the second wheel, wherein the second wheel is arranged diagonally to the first wheel;
[0044] The second application module is used to apply the active force to the suspension component corresponding to the first wheel when the duration of applying the active force to the second wheel reaches a preset duration, so as to control the vehicle to overturn the target obstacle.
[0045] In one possible implementation, the second determining module is specifically used for:
[0046] Calculate the natural frequency of the unsprung mass of the vehicle based on the unsprung mass and suspension stiffness.
[0047] The compression stroke is determined based on the height of the target obstacle;
[0048] The current acceleration of the vehicle is determined based on the natural frequency of the unsprung mass of the suspension, the current vehicle speed, the compression stroke, and a preset length. The preset length is the length between the lifting point of the sample wheel of the sample vehicle and the landing point of the sample target obstacle.
[0049] The active force is determined based on the current acceleration, the compression stroke, the vehicle weight, and the suspension spring coefficient.
[0050] The unsprung mass of the suspension, the stiffness of the suspension, and the spring coefficient of the suspension are all part of the suspension data.
[0051] In one possible implementation, before calculating the distance between each wheel of the vehicle and the target obstacle, the vehicle obstacle-crossing device further includes:
[0052] The judgment module is used to determine whether the vehicle meets the activation conditions of the obstacle crossing function. The activation conditions include at least one of the following: the door is closed, the current vehicle speed is less than the preset vehicle speed, the current motor temperature is less than the preset temperature, the height of the target obstacle is less than the preset height, and the absolute value of the distance difference between the two front wheels of the vehicle and the target obstacle is less than the second preset distance.
[0053] An activation module is used to activate the obstacle-crossing function when the vehicle meets the activation conditions.
[0054] In one possible implementation, the vehicle obstacle-crossing device further includes:
[0055] The exit module is used to exit the obstacle crossing function when the vehicle's current yaw rate is greater than a preset yaw rate and / or the vehicle's current acceleration is greater than a preset acceleration.
[0056] In one possible implementation, the vehicle obstacle-crossing device further includes a torque transfer module for:
[0057] If the first wheel is a front wheel, then the front axle torque of the vehicle is transferred to the rear axle;
[0058] If the first wheel is a rear wheel, then the rear axle torque of the vehicle is transferred to the front axle.
[0059] In one possible implementation, the vehicle obstacle-crossing device further includes:
[0060] The third determining module is used to determine the total driving torque of the vehicle based on the target vehicle speed and the current vehicle speed using a PID algorithm.
[0061] In one possible implementation, before calculating the distance between each wheel of the vehicle and the target obstacle, the vehicle obstacle-crossing device further includes a data acquisition module for:
[0062] Acquire vehicle driving data, which includes sensor sub-data and intelligent driving perception layer sub-data;
[0063] The vehicle driving data is subjected to a validity check, and the check result is obtained. The check result is used to indicate whether the vehicle driving data passes the validity check.
[0064] If the inspection result indicates that the vehicle driving data has not passed the validity check, then the obstacle crossing function is set to unavailable.
[0065] If the check result indicates that the vehicle driving data has passed the validity check, then the obstacle crossing function is set to available.
[0066] In one possible implementation, the data acquisition module is specifically used for:
[0067] Based on the verification code carried in the vehicle driving data, determine whether the vehicle driving data has been tampered with;
[0068] And / or,
[0069] Based on the timestamp carried in the vehicle driving data and the current time, determine whether the time difference between the time corresponding to the timestamp and the current time is greater than a preset time difference;
[0070] and / or
[0071] Based on the counter carried by the vehicle driving data within the preset reception period, determine whether the quantity corresponding to the counter accumulates over time.
[0072] Thirdly, embodiments of this application provide a vehicle, including: a vehicle body, a memory, and a processor;
[0073] The memory stores computer-executed instructions;
[0074] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.
[0075] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.
[0076] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.
[0077] The vehicle obstacle-crossing method, device, vehicle, medium, and product provided in this application embodiment calculate the distance between each wheel of the vehicle and the target obstacle, identifying wheels with distances less than a first preset distance as the first wheels. Then, based on the vehicle weight, the height of the target obstacle, the vehicle's suspension data, and the current vehicle speed, an active force is determined and applied to the suspension components corresponding to the second wheels. When the duration of applying the active force to the second wheels reaches a preset duration, an active force is applied to the suspension components corresponding to the first wheels to control the vehicle to overcome the target obstacle. The target obstacle is an overturnable obstacle, and the second and first wheels are arranged diagonally. This technical solution applies an active force to the suspension on the second wheel side for a very short time before lifting the first wheel, compressing it and shifting the vehicle's center of gravity towards the second wheel side, thereby increasing the height of the first wheel from the target obstacle. Subsequently, the same active force is applied to the suspension on the first wheel side, shifting the vehicle's center of gravity towards the first wheel side. Since the first wheel is already in a relatively raised position, the instantaneous impact force when it contacts the obstacle is significantly weakened, thus reducing vehicle bumps and improving the user's driving experience. Attached Figure Description
[0078] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.
[0079] Figure 1 Flowchart of the vehicle obstacle crossing method provided in this application Figure 1 ;
[0080] Figure 2Scenario illustration of the vehicle obstacle crossing method provided in this application Figure 1 ;
[0081] Figure 3 Scenario illustration of the vehicle obstacle crossing method provided in this application Figure 2 ;
[0082] Figure 4 Flowchart of the vehicle obstacle crossing method provided in this application Figure 2 ;
[0083] Figure 5 Flowchart of the vehicle obstacle crossing method provided in this application Figure 3 ;
[0084] Figure 6 Flowchart of the vehicle obstacle crossing method provided in this application Figure 4 ;
[0085] Figure 7 A schematic diagram of the vehicle obstacle crossing device provided in this application;
[0086] Figure 8 A structural schematic diagram of the vehicle provided in this application.
[0087] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation
[0088] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.
[0089] First, the application scenarios involved in this application will be explained:
[0090] With the rapid development of intelligent driving systems, improving vehicle performance in complex road environments has become a core research focus. Urban environments are particularly challenging, requiring vehicles to frequently navigate common obstacles such as curbs, speed bumps, and bumps or depressions caused by road repairs. These seemingly ordinary urban facilities pose a severe test to the dynamic control of vehicles.
[0091] When a vehicle passes over these obstacles, it experiences significant vertical impact and vibration. This instantaneous load change directly affects not only the vehicle's ride smoothness and comfort but also its safety and stability. Severe bumps can cause discomfort to passengers and may even trigger motion sickness; more importantly, if the control system fails to effectively suppress the impact, it may lead to momentary vehicle instability, affecting tire grip, increasing the risk of loss of control, or, in extreme cases, damaging critical components such as the chassis and suspension.
[0092] Traditional vehicle control strategies rely primarily on the driver's experience and instantaneous reaction time. Drivers anticipate obstacles by sense and adjust speed and direction to attempt a relatively smooth passage. However, this manual operation has inherent limitations: reaction speed is constrained by physiological conditions, anticipatory abilities vary from person to person and are easily affected by interference, and operational precision is difficult to maintain consistently. Therefore, when facing dense or complex obstacle sequences, traditional driving methods often fail to achieve a truly "smooth transition," easily leading to abrupt jerks when the vehicle passes, exacerbating passenger discomfort, and creating safety hazards in certain critical situations.
[0093] To address the challenges of obstacle crossing in traditional driving methods, intelligent driving systems use sensors to predict when at least one wheel of the vehicle, traveling along its current trajectory, is about to collide with obstacles such as curbs or speed bumps. The vehicle's control system then intervenes, controlling the wheels to lift sequentially according to the order in which they contact the obstacle, thus allowing the vehicle to overcome it.
[0094] However, to achieve rapid wheel lift, the system typically needs to combine this with the instantaneous application of braking or driving force to actively transfer the vehicle's load. This dynamic load transfer process inevitably causes pitch or roll of the vehicle. Simultaneously, to execute the wheel lift, the corresponding suspension is often at its compression limit or initial state, lacking sufficient buffer space to absorb impact energy. This causes the wheel to collide with obstacles, further exacerbating the vehicle's bumpy ride and negatively impacting the user's driving experience.
[0095] To address the aforementioned technical problems, the technical concept of this application is as follows: Existing vehicle obstacle crossing control methods typically involve directly controlling a wheel to lift off an obstacle when it is anticipated that the wheel will collide with it. However, this lifting action often requires instantaneous application of braking or driving force for load transfer. This dynamic load redistribution can cause severe pitching or rolling motions of the vehicle body, resulting in significant discomfort for passengers. Considering these issues, the inventors investigated whether, after identifying the target wheel that first contacts the obstacle, active force can be preferentially applied to the diagonally opposite wheel to compress the suspension on that side. Utilizing the vehicle's leverage effect, the vehicle's center of gravity tilts towards the diagonally opposite wheel, not only pre-releasing the available travel of the suspension corresponding to the target wheel but also passively raising the ground clearance of the target wheel. Subsequently, active force is applied to the suspension corresponding to the target wheel to compress that side, again utilizing the vehicle's leverage effect to tilt the vehicle's center of gravity towards the target wheel, thus bringing the target wheel into contact with the obstacle. Since the target wheel is in a relatively raised position, the impact force when it contacts the obstacle is greatly reduced, avoiding the violent vertical impact and abrupt body pitch caused by the wheel hitting the obstacle in the existing solution, thereby reducing the vehicle's bumpiness and improving the user's driving experience.
[0096] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.
[0097] Figure 1 Flowchart of the vehicle obstacle crossing method provided in this application Figure 1 ,like Figure 1 As shown, the vehicle's obstacle-crossing method includes:
[0098] S11. Calculate the distance between each wheel of the vehicle and the target obstacle.
[0099] In this step, vehicle driving data can be acquired in advance to calculate the distance between each wheel of the vehicle and the target obstacle.
[0100] Among them, vehicle driving data includes intelligent driving perception layer data, which includes the height of the target obstacle and the distance from the vehicle's front wheels to the target obstacle. The front wheels include the left front wheel and the right front wheel.
[0101] Optionally, the intelligent driving perception layer sub-data also includes the distance from the vehicle's rear wheels to the target obstacle, with the rear wheels including the left and right rear wheels.
[0102] It should be understood that the intelligent driving perception layer sub-data is obtained by processing the data collected by cameras and radar, and no specific processing method is restricted here.
[0103] The target obstacle is an obstacle that can be climbed over.
[0104] For example, the target obstacle can be a step, a speed bump, or a curb.
[0105] Figure 2 Scenario illustration of the vehicle obstacle crossing method provided in this application Figure 1 .like Figure 2 As shown, in this scenario, the target obstacle is a step, and the coordinates from the left front wheel to the step are (X... FL Y FL ); Coordinates of the right front wheel to the step (X FR Y FR Where X represents the lateral distance from the vehicle body to the step surface along the wheel direction, with the vehicle body as the coordinate system; Y represents the longitudinal distance from the vehicle body to the step surface along the wheel direction, with the vehicle body as the coordinate system; and H is the step height.
[0106] It should be understood that the black vertical lines represent steps.
[0107] It should be understood that the distance between the vehicle's left front wheel and the target obstacle can be calculated using the following formula:
[0108]
[0109] Where D1 is the distance between the left front wheel and the target obstacle.
[0110] It should be understood that the distance between the vehicle's right front wheel and the target obstacle can be calculated using the following formula:
[0111]
[0112] Where D2 is the distance between the right front wheel and the target obstacle.
[0113] In one possible implementation, the distance between the vehicle's rear wheels and the target obstacle can be calculated using the same method as for the front wheels described above.
[0114] In another possible implementation, considering that in actual obstacle-crossing scenarios, the front wheels always clear the obstacle first, followed by the rear wheels, the distance between the rear wheels on the same side and the target obstacle can be calculated after the front wheels have cleared the obstacle.
[0115] Specifically, the distance traveled by the wheels can be calculated using the following formula.
[0116] D i =(ni / N)*2πR i
[0117] Among them, D i Let n be the distance traveled by wheel i. i The pulse value collected by the wheel speed sensor of wheel i, where N is the number of pulses per revolution, and R... i Let be the radius of wheel i. With each pulse, wheel i completes one revolution, traversing the circumference of wheel i (2CR). i You can then obtain the distance traveled by wheel i.
[0118] In other words, after the left front wheel clears the obstacle, the distance traveled by the left rear wheel is calculated in real time. The difference between the wheelbase between the front and rear axles and the distance traveled by the left rear wheel is determined as the distance between the left rear wheel and the target obstacle. Similarly, after the right front wheel clears the obstacle, the distance traveled by the right rear wheel is calculated in real time. The difference between the wheelbase between the front and rear axles and the distance traveled by the right rear wheel is determined as the distance between the right rear wheel and the target obstacle.
[0119] S12. The wheel whose distance is less than the first preset distance is identified as the first wheel.
[0120] In this step, to select the wheel that needs to perform the obstacle crossing operation, the distance between each wheel of the vehicle and the target obstacle calculated in S11 needs to be compared with a first preset distance. When the distance between a wheel and the target obstacle is less than the first preset distance value, it indicates that the wheel is about to collide with the target obstacle, and it is then determined to be the first wheel that needs to perform the obstacle crossing operation.
[0121] The first preset distance is a distance obtained through pre-calibration. This first preset distance can be a small distance, such as 0.1 meters, 0.2 meters, 0.3 meters, etc.
[0122] Optionally, before S12, it can be determined whether there are wheels with a distance less than a third preset distance. If so, the suspension on all four sides of the vehicle is extended simultaneously to raise the vehicle body to a preset height. Raising the vehicle body improves its passability and facilitates subsequent center of gravity adjustment.
[0123] S13. Determine the main force based on the vehicle weight, the height of the target obstacle, the vehicle's suspension data, and the current vehicle speed.
[0124] In this step, to ensure the vehicle can safely and smoothly overcome obstacles, the magnitude of the main driving force needs to be dynamically calculated and adapted to the current operating conditions. This allows the suspension on the wheel side to compress based on the driving force. Excessive driving force can lead to suspension impact or vehicle instability, while insufficient driving force can result in the first wheel lifting too low, affecting obstacle crossing. Therefore, accurate calculation of the driving force is crucial.
[0125] In one possible implementation, S13 can be achieved through the following steps A-D:
[0126] Step A: Calculate the natural frequency of the vehicle's unsprung mass based on the suspension unsprung mass and suspension stiffness.
[0127] For example, the natural frequency of the unsprung mass of a vehicle's suspension can be calculated using the following formula:
[0128]
[0129] Among them, f n k is the natural frequency of the unsprung mass of the suspension. t For suspension stiffness, m w This refers to the unsprung mass of the suspension.
[0130] Among them, the natural frequency of the unsprung mass of the suspension refers to the frequency of free vibration of the unsprung mass-tire system as a simplified vibration system after being disturbed; the suspension stiffness refers to the ability of the suspension system to resist deformation; and the unsprung mass of the suspension refers to the part of the vehicle mass that is not supported by the suspension springs (and shock absorbers).
[0131] Step B: Determine the compression stroke based on the height of the target obstacle.
[0132] Compression stroke refers to the distance the suspension moves when it is compressed.
[0133] In one possible implementation, the height of the target obstacle can be determined as the compression stroke.
[0134] In another possible implementation, the height of the target obstacle can be added to a preset height adjustment value to obtain the compression stroke.
[0135] The preset height adjustment value is a pre-calibrated height. By adding the height of the target obstacle to the preset height adjustment value, it is ensured that the active force calculated based on the compression stroke can make the wheel lift greater than the height of the target obstacle. The preset height adjustment value serves as a safety margin to avoid obstacle crossing failure due to data errors in the intelligent driving perception layer sub-data.
[0136] Step C: Determine the vehicle's current acceleration based on the natural frequency of the unsprung mass of the suspension, the current vehicle speed, the compression stroke, and the preset length.
[0137] For example, the vehicle's current acceleration can be determined in the following way:
[0138]
[0139] Among them, a, All values represent the current acceleration, V represents the current velocity, L represents the preset length, and x represents the compression stroke.
[0140] It should be understood that the preset length is a length pre-calibrated based on the sample vehicle. The preset length is the length between the lifting point of the sample wheel of the sample vehicle and the landing point where it falls onto the sample target obstacle.
[0141] For example, suppose that when the sample wheel of the sample vehicle is crossing an obstacle, the sample wheel is lifted at point A(x1,y1) and falls at point B(x2,y2). Then the preset length is the length between point A and point B.
[0142] It should be understood that, in order to ensure the accuracy of the preset length, there can be multiple sample vehicles, and the final determined preset length is a statistical value of the preset length corresponding to each sample vehicle. For example, the final determined preset length can be the average of the preset lengths corresponding to all sample vehicles.
[0143] Step D: Determine the active force based on the current acceleration, compression stroke, vehicle weight, and suspension spring coefficient.
[0144] For example, the active force can be determined in the following ways:
[0145]
[0146] Among them, F ext The main driving force is m, where m is the vehicle weight and k is the suspension spring rate.
[0147] Among them, the suspension spring coefficient is the stiffness characteristic of the suspension spring itself, which represents the force required to make the spring itself produce a unit amount of compression (or tension) deformation.
[0148] Among them, suspension unsprung mass, suspension stiffness, and suspension spring coefficient are all suspension data.
[0149] In another possible implementation, S13 can also be achieved through the following steps:
[0150] Based on the height of the target obstacle, the compression stroke is determined. The vehicle's current acceleration is collected by sensors. Based on the current acceleration, compression stroke, vehicle weight, and suspension spring coefficient, the active force is determined.
[0151] S14. Apply active force to the suspension component corresponding to the second wheel.
[0152] In this step, to achieve active pre-adjustment of the vehicle's attitude, an active force needs to be applied to the suspension components corresponding to the second wheel (i.e., the diagonally opposite wheel of the first wheel) to compress the suspension on the second wheel side, reducing the vehicle's height on that side. Utilizing the vehicle's leverage effect, the vehicle's center of gravity tilts towards the second wheel side, thereby increasing the ground clearance of the first wheel and laying the foundation for smooth obstacle crossing in the subsequent process.
[0153] The second wheel is arranged diagonally opposite to the first wheel.
[0154] For example, if the first wheel is the left front wheel, then the second wheel is the right rear wheel; if the first wheel is the right front wheel, then the second wheel is the left rear wheel; if the first wheel is the left rear wheel, then the second wheel is the right front wheel; if the first wheel is the right rear wheel, then the second wheel is the left front wheel.
[0155] Figure 3 Scenario illustration of the vehicle obstacle crossing method provided in this application Figure 2 .like Figure 3 As shown,
[0156] (a) The vehicle is in normal driving condition, with its center of gravity located at the intersection of line AD (connecting wheel A and wheel D) and line BC (connecting wheel B and wheel C). According to existing technology, to achieve single-wheel suspension over an obstacle, the ground cannot provide pulling force to the wheel (vertically downwards), but can only provide supporting force (vertically upwards). As the obstacle-crossing wheel suspension compresses, the vehicle body will press down, causing the body to tilt and significantly hindering the height the obstacle-crossing wheel can lift into the air.
[0157] For example, suppose the first wheel is wheel B. When wheel B is lifted, the vehicle's center of gravity will shift towards wheel C, the vehicle will press down on wheel C, and wheel B will lift up, as shown in (b).
[0158] To counteract the bumpiness caused by the descent of wheel C in existing technologies, active force can be applied to the suspension on the wheel C side a very short time before wheel B is lifted. In other words, the center of gravity is transferred in advance before wheel B is lifted, compressing the suspension on the wheel C side. This not only counteracts the subsequent sinking of wheel C caused by the subsequent lifting of wheel B, but also lifts wheel B in advance, reducing the contact force between wheel B and the target obstacle, thus improving the vehicle's stability and the user's driving experience.
[0159] Optionally, while applying active force to the second wheel, the damping level of the remaining wheels (the wheels in the vehicle other than the first and second wheels) can be increased to enhance the suspension stiffness on the remaining wheel side.
[0160] It should be understood that Figure 3 The hollow circle in the diagram represents the vehicle's center of gravity.
[0161] S15. When the duration of applying active force to the second wheel reaches a preset duration, apply active force to the suspension component corresponding to the first wheel to control the vehicle to overturn the target obstacle.
[0162] In this step, a timer is started simultaneously with applying active force to the suspension component corresponding to the second wheel, and the duration of applying active force to the second wheel is obtained. When the duration of applying active force to the second wheel reaches the preset duration, it indicates that the suspension on the second wheel side has been adjusted. At this point, active force can be applied to the suspension component corresponding to the first wheel to compress the suspension on the first wheel side, causing the vehicle's center of gravity to gradually shift towards the first wheel side until the first wheel contacts the target obstacle.
[0163] It should be understood that the preset duration is a pre-defined duration. This preset duration can be a short duration, such as 1 second, 2 seconds, or 3 seconds.
[0164] The vehicle obstacle-crossing method provided in this application calculates the distance between each wheel of the vehicle and the target obstacle, identifies wheels with distances less than a first preset distance as the first wheels, and then determines the active force based on the vehicle weight, the height of the target obstacle, the vehicle's suspension data, and the current vehicle speed. This active force is then applied to the suspension components corresponding to the second wheels. When the duration of applying the active force to the second wheels reaches a preset duration, the active force is applied to the suspension components corresponding to the first wheels to control the vehicle to overturn the target obstacle. The target obstacle is an overturnable obstacle, and the second and first wheels are arranged diagonally. This technical solution applies an active force to the suspension on the second wheel side for a very short time before lifting the first wheel to compress it, causing the vehicle's center of gravity to shift towards the second wheel side, thereby increasing the height of the first wheel from the target obstacle. Subsequently, the same active force is applied to the suspension on the first wheel side, causing the vehicle's center of gravity to shift towards the first wheel side. Since the first wheel is already in a relatively raised position, the instantaneous impact force when it contacts the obstacle is significantly weakened, thereby reducing vehicle bumps and improving the user's driving experience.
[0165] In practical applications, considering that the first wheel may briefly be suspended in the air, resulting in an imbalance of torque on both sides, which could cause the vehicle to yaw and become unstable, it is necessary to adjust the torque between the front and rear axles when crossing obstacles. Specifically, if the first wheel is the front wheel, the torque of the vehicle's front axle is transferred to the rear axle; if the first wheel is the rear wheel, the torque of the vehicle's rear axle is transferred to the front axle.
[0166] In other words, the choice between front-wheel drive and rear-wheel drive is determined based on the wheel about to cross the obstacle (the first wheel). When the front wheel crosses the obstacle, power to the front axle is cut off, and rear-wheel drive is used; when the rear wheel crosses the obstacle, front-wheel drive is cut off.
[0167] It should be understood that once all wheels have cleared the obstacle, the torque distribution will return to the normal driving state.
[0168] Considering that when the first wheel is actively lifted to overcome an obstacle, it briefly loses traction and is suspended in the air. If drive torque is continuously supplied to the axle containing the first wheel during this time, it will cause the first wheel to spin at high speed, resulting in wasted power. Furthermore, the load on the other wheel will increase sharply, generating a yaw moment around the vehicle's center of gravity, affecting vehicle stability. Therefore, with the first wheel being a front wheel, the torque from the front axle is transferred to the rear axle, allowing the rear wheels to receive greater driving force and improving power utilization. Simultaneously, the load on the other wheel is eliminated, ensuring the vehicle's directional stability.
[0169] Specifically, the total driving torque of the vehicle is determined using a proportional-integral-derivative (PID) algorithm based on the vehicle's target speed and current speed.
[0170] For example, the total drive torque can be calculated using the following formula:
[0171] V err =V Tar -V
[0172]
[0173] Among them, V Tar V represents the target speed, and V represents the current speed. err Let Tq be the speed difference between the target speed and the current speed, and Tq be the total driving torque. Base The initial torque is preset, and Kp, Ki, and Kd are all preset parameters of the PID algorithm.
[0174] Optionally, if the driver depresses the drive pedal during obstacle crossing, the driver-requested torque will be overridden by Tq.
[0175] In practical applications, after determining the total driving torque, torque is distributed according to the first wheel.
[0176] In the above scheme, a preset initial torque is used as the PID control benchmark. Regardless of whether the accelerator pedal is depressed, the calculated total drive torque is the sum of the preset initial torque and the PID dynamic compensation value, isolating the driver's operation from the interference of vehicle speed control and eliminating random variables introduced by manual operation. At the same time, since the PID algorithm does not need to frequently reset the integral term, it can effectively reduce the torque output fluctuation rate and reduce acceleration jerking.
[0177] Figure 4 Flowchart of the vehicle obstacle crossing method provided in this application Figure 2 ,like Figure 4 As shown, prior to S11, the vehicle's obstacle-crossing method included:
[0178] S41. Determine whether the vehicle meets the conditions for activating the obstacle crossing function.
[0179] In this step, to ensure the safe activation of the obstacle-crossing function, the system needs to verify in real time whether the vehicle status and environmental conditions meet the preset constraints. That is, it needs to determine whether the vehicle meets the conditions for activating the obstacle-crossing function.
[0180] The opening conditions include at least one of the following: the door is closed, the current vehicle speed is less than the preset vehicle speed, the current motor temperature is less than the preset temperature, the height of the target obstacle is less than the preset height, and the absolute value of the distance difference between the two front wheels of the vehicle and the target obstacle is less than the second preset distance.
[0181] Among these measures, closing the doors is to prevent people from falling off during obstacle crossing; the current vehicle speed is lower than the preset speed to avoid safety issues caused by excessive vehicle speed; the current motor temperature is lower than the preset temperature to protect the electronic control system; the height of the target obstacle is lower than the preset height to ensure that the target obstacle does not exceed the vehicle's maximum obstacle crossing capability; and the absolute value of the distance difference between the two front wheels and the target obstacle is lower than the second preset distance to prevent the vehicle from being mistakenly judged as needing to cross an obstacle when it is driving close to the target obstacle.
[0182] The absolute value of the distance difference between the two front wheels of the vehicle and the target obstacle is the absolute value of the difference between the distance between the left front wheel and the target obstacle and the distance between the right front wheel and the target obstacle.
[0183] It should be understood that the door status (open or closed), current vehicle speed, and current motor temperature can all be obtained through relevant sensors, and these are sensor sub-data.
[0184] S42. When the vehicle meets the activation conditions, the obstacle crossing function is activated.
[0185] In this step, when S41 determines that the activation conditions are met, it means that the vehicle can activate the obstacle crossing function. The obstacle crossing function can be activated directly, or it can be activated in response to the driver's activation operation when needed.
[0186] In this implementation, before enabling the obstacle crossing function, it is determined in advance whether the current conditions for enabling the obstacle crossing function are met, so that the obstacle crossing function is enabled only when the conditions are met, thereby ensuring the safety of the obstacle crossing process.
[0187] In some embodiments, the obstacle crossing function is deactivated when the vehicle's current yaw rate is greater than a preset yaw rate and / or the vehicle's current acceleration is greater than a preset acceleration.
[0188] It should be understood that when the vehicle's current yaw rate is greater than the preset yaw rate, and / or the vehicle's current acceleration is greater than the preset acceleration, it indicates that the first wheel has failed to clear the obstacle, triggering dynamic instability. If the obstacle-clearing operation continues at this time, it will increase the vehicle's bumpiness. Therefore, the obstacle-clearing function needs to be disengaged to ensure the vehicle's stability and the user's driving experience.
[0189] Optionally, after the last wheel has cleared the obstacle, the suspension returns to its initial height and the obstacle-clearing function is disengaged.
[0190] Figure 5 Flowchart of the vehicle obstacle crossing method provided in this application Figure 3 ,like Figure 5 As shown, prior to S11, the vehicle's obstacle-crossing method included:
[0191] S51. Obtain vehicle driving data.
[0192] The vehicle driving data includes sensor sub-data and intelligent driving perception layer sub-data.
[0193] S52. Perform a validity check on the vehicle driving data and obtain the check results.
[0194] The inspection results are used to indicate whether the vehicle driving data has passed the validity check.
[0195] Specifically, validating vehicle driving data can be achieved by at least one of the following:
[0196] 1. Determine whether the vehicle driving data has been tampered with based on the verification code carried in the vehicle driving data.
[0197] The checksum can be a Cyclic Redundancy Check (CRC) value. Specifically, when generating vehicle driving data, the generator (sensor or intelligent driving perception layer) generates a CRC value for the vehicle driving data using the CRC checksum. Then, when the receiver (vehicle's processor) receives the vehicle driving data, it recalculates the CRC value using the CRC checksum and compares it with the recalculated CRC value. If they are the same, the vehicle driving data has not been tampered with and passes the validity check; if they are different, the vehicle driving data has been tampered with and fails the validity check.
[0198] 2. Based on the timestamp carried in the vehicle driving data and the current time, determine whether the time difference between the time corresponding to the timestamp and the current time is greater than the preset time difference.
[0199] Based on the timestamps carried in the vehicle driving data and the current time, outdated data is filtered out to ensure that the latest data is used in the obstacle crossing control process, avoiding obstacle crossing failures caused by the use of outdated data and improving the accuracy of vehicle control.
[0200] It should be understood that if the time difference is greater than the preset time difference, the validity check will fail; if the time difference is less than or equal to the preset time difference, the validity check will pass.
[0201] 3. Based on the counter carried by the vehicle driving data within the preset reception period, determine whether the corresponding quantity of the counter accumulates over time.
[0202] It should be understood that the counter is used to indicate the position of the vehicle driving data in the data stream. For example, if the counter value corresponding to the first collected vehicle driving data is 1, it means that 1 vehicle driving data has been collected at this time. If the counter value corresponding to the vehicle driving data collected at the next collection time is 2, it means that 2 vehicle driving data have been collected at this time, and so on.
[0203] In one possible implementation, the vehicle driving data is streaming data. After receiving the vehicle driving data within a preset reception period, the receiver determines whether the count corresponding to the counter carried by the vehicle driving data has accumulated over time. If it has, it means that the vehicle driving data is updated in real time, thus passing the validity check; if it has not, it means that the vehicle driving data provided by the generator has expired or is unreliable, thus failing the validity check.
[0204] S53. If the inspection result indicates that the vehicle driving data has not passed the validity check, then the obstacle crossing function will be set to unavailable.
[0205] S54. If the inspection result indicates that the vehicle driving data has passed the validity check, then set the obstacle crossing function to available.
[0206] Building upon S53 and S54, in addition to determining whether the vehicle meets the activation conditions for the obstacle-crossing function, it is also necessary to determine whether the obstacle-crossing function is available. If the vehicle meets the activation conditions for the obstacle-crossing function and its status is available, the obstacle-crossing function is activated.
[0207] In this embodiment, after acquiring vehicle driving data, a validity check is performed to ensure data accuracy. Only when the validity check passes is the obstacle-crossing function set to available, avoiding the use of erroneous data to control the vehicle for obstacle-crossing and ensuring accurate vehicle control.
[0208] Optionally, before using vehicle driving data to handle obstacle crossing, it is also necessary to convert the vehicle driving data to a unified unit, such as m / s, mm and ℃.
[0209] Based on the vehicle obstacle crossing methods provided in the above embodiments, the following section will explain the method in detail through a practical solution.
[0210] Figure 6 Flowchart of the vehicle obstacle crossing method provided in this application Figure 4 ,like Figure 6 As shown, the vehicle's obstacle-crossing method includes:
[0211] S601. Calculate the distance between each wheel of the vehicle and the target obstacle.
[0212] S602. Determine whether the vehicle meets the conditions for activating the obstacle crossing function.
[0213] If not, execute S603; if yes, execute S604.
[0214] S603. Gray out the obstacle crossing function switch.
[0215] That is, the obstacle crossing function cannot be activated.
[0216] S604. In response to the user's activation operation, enable the obstacle crossing function.
[0217] S605. Based on the vehicle's target speed and current speed, the total driving torque of the vehicle is determined using a PID algorithm, and the total driving torque is distributed to the front and rear axles of the vehicle.
[0218] S606. Determine whether there is a wheel that is less than the third preset distance.
[0219] If it does not exist, execute S606 again; if it exists, execute S607.
[0220] S607, Control suspension lift.
[0221] S608. Determine whether there is a wheel whose distance is less than the first preset distance.
[0222] If it does not exist, execute S608 again; if it exists, then designate that wheel as the first wheel and execute S609.
[0223] S609. Apply driving force to the second wheel.
[0224] The second wheel is arranged diagonally opposite to the first wheel.
[0225] S610. Determine whether the duration of applying active force to the second wheel is greater than the preset duration.
[0226] If yes, then execute S611; otherwise, execute S610.
[0227] S611, Apply driving force to the first wheel.
[0228] S612. Determine whether the exit conditions for the obstacle crossing function are met.
[0229] The exit condition is that the vehicle's current yaw rate is greater than the preset yaw rate, and / or the vehicle's current acceleration is greater than the preset acceleration.
[0230] If the exit conditions for the obstacle crossing function are met, then execute S613; if the exit conditions for the obstacle crossing function are not met, then execute S614.
[0231] S613, Exit obstacle crossing function.
[0232] S614. Determine whether all four wheels of the vehicle have passed the target obstacle.
[0233] If all four wheels have passed the target obstacle, execute S615; if any wheel has not passed the target obstacle, execute S608.
[0234] S615. Restore the vehicle's suspension to its initial height.
[0235] In summary, the obstacle-crossing method mainly consists of two processes: center of gravity transfer and obstacle-crossing wheel lifting. Center of gravity transfer includes: when the distance between the wheel and the target obstacle is determined to be less than a third preset distance, controlling the simultaneous extension of all four wheel suspensions to raise the vehicle body, thus allowing the vehicle to pass through higher obstacles. Then, the suspension height on the diagonal wheel side of the obstacle-crossing wheel is lowered, causing the vehicle to shift towards that side. Obstacle-crossing wheel lifting includes: lowering the suspension height on the obstacle-crossing wheel side while simultaneously cutting off power to the axle containing the obstacle-crossing wheel. This maximizes vehicle stability, preventing instability caused by the additional yaw moment generated by the obstacle-crossing wheel being suspended in the air, thus improving the user's driving experience.
[0236] Specifically, once the active force is calculated, the corresponding motor is activated to generate that active force, thereby adjusting the suspension height and completing the transfer of the center of gravity.
[0237] At the same time, the vehicle's driving torque is controlled by PID to stabilize the vehicle speed, allowing the vehicle to pass through obstacles in a relatively stable state.
[0238] In other words, this vehicle obstacle-crossing method can significantly improve user comfort and safety, reduce unnecessary energy consumption, improve vehicle stability, and ensure accurate vehicle control.
[0239] Figure 7This is a structural schematic diagram of the vehicle obstacle-crossing device provided in this application, such as... Figure 7 As shown, the vehicle obstacle crossing device 70 provided in this embodiment includes:
[0240] The calculation module 71 is used to calculate the distance between each wheel of the vehicle and the target obstacle, which is a climbable obstacle.
[0241] The first determining module 72 is used to determine the wheel whose distance is less than the first preset distance as the first wheel.
[0242] The second determining module 73 is used to determine the main force based on the vehicle weight, the height of the target obstacle, the vehicle's suspension data, and the current vehicle speed.
[0243] The first application module 74 is used to apply active force to the suspension component corresponding to the second wheel, which is arranged diagonally to the first wheel.
[0244] The second application module 75 is used to apply active force to the suspension component corresponding to the first wheel when the duration of applying active force to the second wheel reaches a preset duration, so as to control the vehicle to overturn the target obstacle.
[0245] In one possible implementation, the second determining module 73 is specifically used for:
[0246] Calculate the natural frequency of the vehicle's unsprung mass based on the suspension unsprung mass and suspension stiffness.
[0247] The compression stroke is determined based on the height of the target obstacle.
[0248] The vehicle's current acceleration is determined based on the natural frequency of the unsprung mass of the suspension, the current vehicle speed, the compression stroke, and a preset length. The preset length is the distance between the lifting point of the sample wheel of the sample vehicle and the landing point of the sample target obstacle.
[0249] The active force is determined based on the current acceleration, compression stroke, vehicle weight, and suspension spring coefficient.
[0250] Among them, suspension unsprung mass, suspension stiffness, and suspension spring coefficient are all suspension data.
[0251] In one possible implementation, before calculating the distance between each wheel of the vehicle and the target obstacle, the vehicle obstacle-crossing device 70 further includes:
[0252] The judgment module is used to determine whether the vehicle meets the activation conditions of the obstacle crossing function. The activation conditions include at least one of the following: the door is closed, the current vehicle speed is less than the preset vehicle speed, the current motor temperature is less than the preset temperature, the height of the target obstacle is less than the preset height, and the absolute value of the distance difference between the two front wheels of the vehicle and the target obstacle is less than the second preset distance.
[0253] The activation module is used to activate the obstacle-crossing function when the vehicle meets the activation conditions.
[0254] In one possible implementation, the vehicle obstacle-crossing device 70 further includes:
[0255] The exit module is used to exit the obstacle crossing function if the vehicle's current yaw rate is greater than a preset yaw rate and / or the vehicle's current acceleration is greater than a preset acceleration.
[0256] In one possible implementation, the vehicle obstacle-crossing device 70 further includes a torque transfer module for:
[0257] If the first wheel is the front wheel, then the torque of the vehicle's front axle is transferred to the rear axle.
[0258] If the first wheel is the rear wheel, then the torque of the vehicle's rear axle is transferred to the front axle.
[0259] In one possible implementation, the vehicle obstacle-crossing device 70 further includes:
[0260] The third determining module is used to determine the total driving torque of the vehicle based on the target speed and the current speed of the vehicle using a PID algorithm.
[0261] In one possible implementation, before calculating the distance between each wheel of the vehicle and the target obstacle, the vehicle obstacle-crossing device 70 further includes a data acquisition module for:
[0262] Acquire vehicle driving data, which includes sensor sub-data and intelligent driving perception layer sub-data.
[0263] Perform a validity check on the vehicle driving data and obtain the check results. The check results are used to indicate whether the vehicle driving data has passed the validity check.
[0264] If the check results indicate that the vehicle driving data has failed the validity check, the obstacle crossing function will be set to unavailable.
[0265] If the check results indicate that the vehicle driving data has passed the validity check, then the obstacle crossing function will be set to available.
[0266] In one possible implementation, the data acquisition module is specifically used for:
[0267] The verification code carried in the vehicle driving data is used to determine whether the vehicle driving data has been tampered with.
[0268] And / or,
[0269] Based on the timestamp carried in the vehicle driving data and the current time, determine whether the time difference between the time corresponding to the timestamp and the current time is greater than the preset time difference.
[0270] and / or
[0271] Based on the counter carried by the vehicle driving data within the preset reception period, determine whether the quantity corresponding to the counter accumulates over time.
[0272] The vehicle obstacle crossing device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.
[0273] Figure 8 This is a structural diagram of the vehicle provided in this application. Figure 8 As shown, the vehicle 80 provided in this embodiment includes: a vehicle body 81, at least one processor 82, and a memory 83. Optionally, the vehicle 80 also includes a communication component 84. The processor 82, memory 83, and communication component 84 are connected via a bus 85.
[0274] In a specific implementation, at least one processor 82 executes computer execution instructions stored in memory 83, causing at least one processor 82 to perform the above-described method.
[0275] The specific implementation process of processor 82 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.
[0276] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.
[0277] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.
[0278] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.
[0279] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.
[0280] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.
[0281] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.
[0282] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.
[0283] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.
[0284] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.
[0285] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.
[0286] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.
[0287] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.
[0288] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.
Claims
1. A method for a vehicle to overcome obstacles, characterized in that, include: Calculate the distance between each wheel of the vehicle and the target obstacle, which is a climbable obstacle; The wheel whose distance is less than a first preset distance is identified as the first wheel; The driving force is determined based on the vehicle weight, the height of the target obstacle, the vehicle's suspension data, and the current vehicle speed. The active force is applied to the suspension component corresponding to the second wheel, which is arranged diagonally to the first wheel; When the duration of applying the active force to the second wheel reaches a preset duration, the active force is applied to the suspension component corresponding to the first wheel to control the vehicle to overturn the target obstacle.
2. The method according to claim 1, characterized in that, The step of determining the main force based on the vehicle weight, the height of the target obstacle, the vehicle's suspension data, and the current vehicle speed includes: Calculate the natural frequency of the unsprung mass of the vehicle based on the unsprung mass and suspension stiffness. The compression stroke is determined based on the height of the target obstacle; The current acceleration of the vehicle is determined based on the natural frequency of the unsprung mass of the suspension, the current vehicle speed, the compression stroke, and a preset length. The preset length is the length between the lifting point of the sample wheel of the sample vehicle and the landing point of the sample target obstacle. The active force is determined based on the current acceleration, the compression stroke, the vehicle weight, and the suspension spring coefficient. The unsprung mass of the suspension, the stiffness of the suspension, and the spring coefficient of the suspension are all part of the suspension data.
3. The method according to claim 1 or 2, characterized in that, Before calculating the distance between each wheel of the vehicle and the target obstacle, the method includes: Determine whether the vehicle meets the conditions for activating the obstacle crossing function. The activation conditions include at least one of the following: the door is closed, the current vehicle speed is less than a preset vehicle speed, the current motor temperature is less than a preset temperature, the height of the target obstacle is less than a preset height, and the absolute value of the distance difference between the two front wheels of the vehicle and the target obstacle is less than a second preset distance. When the vehicle meets the activation conditions, the obstacle crossing function is activated.
4. The method according to claim 3, characterized in that, The method further includes: If the vehicle's current yaw rate is greater than a preset yaw rate, and / or the vehicle's current acceleration is greater than a preset acceleration, then the obstacle crossing function is deactivated.
5. The method according to claim 1 or 2, characterized in that, The method further includes: If the first wheel is a front wheel, then the front axle torque of the vehicle is transferred to the rear axle; If the first wheel is a rear wheel, then the rear axle torque of the vehicle is transferred to the front axle.
6. The method according to claim 5, characterized in that, The method further includes: The total driving torque of the vehicle is determined using a proportional-integral-derivative (PID) algorithm based on the target speed and the current speed of the vehicle.
7. The method according to claim 3, characterized in that, Before calculating the distance between each wheel of the vehicle and the target obstacle, the method further includes: Acquire vehicle driving data, which includes sensor sub-data and intelligent driving perception layer sub-data; The vehicle driving data is subjected to a validity check, and the check result is obtained. The check result is used to indicate whether the vehicle driving data passes the validity check. If the inspection result indicates that the vehicle driving data has not passed the validity check, then the obstacle crossing function is set to unavailable. If the check result indicates that the vehicle driving data has passed the validity check, then the obstacle crossing function is set to available.
8. The method according to claim 7, characterized in that, The validity check of the vehicle driving data includes: Based on the verification code carried in the vehicle driving data, determine whether the vehicle driving data has been tampered with; And / or, Based on the timestamp carried in the vehicle driving data and the current time, determine whether the time difference between the time corresponding to the timestamp and the current time is greater than a preset time difference; and / or Based on the counter carried by the vehicle driving data within the preset reception period, determine whether the quantity corresponding to the counter accumulates over time.
9. A vehicle obstacle-crossing device, characterized in that, include: A calculation module is used to calculate the distance between each wheel of the vehicle and a target obstacle, which is a climbable obstacle; The first determining module is used to determine the wheel whose distance is less than a first preset distance as the first wheel; The second determining module is used to determine the main force based on the vehicle weight, the height of the target obstacle, the vehicle's suspension data, and the current vehicle speed; A first application module is used to apply the active force to the suspension component corresponding to the second wheel, wherein the second wheel is arranged diagonally to the first wheel; The second application module is used to apply the active force to the suspension component corresponding to the first wheel when the duration of applying the active force to the second wheel reaches a preset duration, so as to control the vehicle to overturn the target obstacle.
10. A vehicle, characterized in that, include: Vehicle body, memory, and processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-8.
11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-8.
12. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-8.