Vehicle rollover risk assessment method and device, medium and product

Abstract

The embodiment of the invention provides a vehicle rollover risk assessment method and device, a medium and a product. The method comprises the steps that vehicle state parameters and obstacle height information of a target vehicle are obtained, the transient lateral acceleration of the target vehicle is obtained according to the vehicle state parameters, the obstacle height information and vehicle inherent parameters, and the rollover risk of the target vehicle is evaluated according to the comparison result of the transient lateral acceleration and a transient rollover threshold value. The method is used for achieving the effect of improving the evaluation precision of the third-class rollover risk caused by the fact that the vehicle presses the obstacle.

Description

Technical Field

[0001] This application relates to the field of vehicle safety technology, and in particular to a method, device, medium and product for assessing vehicle rollover risk. Background Technology

[0002] Debris left after blasting in mines, falling rocks from landslides, and obstacles that fall during transportation can all become sudden vertical excitation sources on a vehicle's path. When autonomous wheeled engineering vehicles travel in such complex road conditions, the vertical impact generated when they run over obstacles can easily cause rollover accidents.

[0003] Existing technologies for assessing vehicle rollover risk primarily focus on two typical operating conditions: first, rollover due to curvilinear motion based on lateral acceleration (Type I rollover); and second, "tripping rollover" caused by sideslip or impact (Type II rollover). The core method involves real-time monitoring of the Lateral-load Transfer Ratio (LTR) using a lateral acceleration sensor, triggering warnings or control interventions when the LTR exceeds a preset threshold.

[0004] However, the above methods are only applicable to situations where the vehicle is already in a critical rollover state. They are not the optimal assessment method for the third type of rollover caused by the superposition of lateral acceleration due to vertical excitation and physical tilt when the vehicle runs over an obstacle. Summary of the Invention

[0005] This application provides a method, device, medium, and product for assessing vehicle rollover risk, which aims to improve the accuracy of assessing the third type of rollover risk caused by a vehicle running over an obstacle.

[0006] In a first aspect, embodiments of this application provide a method for assessing vehicle rollover risk, including:

[0007] Obtain the target vehicle's vehicle status parameters and obstacle height information.

[0008] The transient lateral acceleration of the target vehicle is obtained based on the vehicle state parameters, obstacle height information, and vehicle inherent parameters.

[0009] The rollover risk of the target vehicle is assessed by comparing the transient lateral acceleration with the transient rollover threshold.

[0010] In one possible implementation, in conjunction with the first aspect, the transient lateral acceleration of the target vehicle is obtained based on vehicle state parameters, obstacle height information, and vehicle inherent parameters, including:

[0011] The wheel lift time is obtained based on the vehicle speed information, obstacle height information, and the inherent wheel rolling radius in the vehicle's state parameters.

[0012] The transient lateral acceleration of the target vehicle is obtained based on the wheel lift time, obstacle height information, real-time load mass information in the vehicle state parameters, and inherent unsprung mass and inherent wheel track in the vehicle's inherent parameters.

[0013] In one possible implementation, in conjunction with the first aspect, assessing the rollover risk of the target vehicle based on a comparison of transient lateral acceleration and a transient rollover threshold includes:

[0014] The load status of the target vehicle is determined based on the real-time load mass information in the vehicle status parameters.

[0015] The transient rollover threshold is determined based on the load condition and the preset transient correction coefficient.

[0016] The rollover risk of the target vehicle is assessed by comparing the transient lateral acceleration with the transient rollover threshold.

[0017] In one possible implementation, in conjunction with the first aspect, determining the transient rollover threshold based on the load condition and a preset transient correction coefficient includes:

[0018] When the load condition is the same as the unload condition, the unloaded static rollover threshold of the target vehicle is obtained based on the inherent wheel track and inherent unloaded center of gravity height in the vehicle's inherent parameters.

[0019] The static rollover threshold under no-load conditions is corrected by using a preset transient correction coefficient to obtain the transient rollover threshold under no-load conditions.

[0020] The no-load transient rollover threshold is determined as the transient rollover threshold.

[0021] In one possible implementation, in conjunction with the first aspect, determining the transient rollover threshold based on the load condition and a preset transient correction coefficient includes:

[0022] When the load condition is fully loaded, the static rollover threshold of the target vehicle under full load is obtained based on the inherent wheel track and the rated full load center of gravity height in the vehicle's inherent parameters.

[0023] The static rollover threshold under full load is corrected by using a preset transient correction coefficient to obtain the transient rollover threshold under full load.

[0024] The full-load transient rollover threshold is determined as the transient rollover threshold.

[0025] In one possible implementation, in conjunction with the first aspect, the target vehicle is equipped with a vision sensor, a vehicle speed sensor, and a pressure sensor; acquiring vehicle state parameters and obstacle height information of the target vehicle includes:

[0026] Obstacle height information is obtained through visual sensors.

[0027] Vehicle speed information is obtained from vehicle status parameters using a vehicle speed sensor.

[0028] Real-time load mass information from vehicle status parameters is obtained through pressure sensors.

[0029] In one possible implementation, in conjunction with the first aspect, assessing the rollover risk of the target vehicle based on a comparison of transient lateral acceleration and a transient rollover threshold includes:

[0030] When the comparison result shows that the transient lateral acceleration is greater than or equal to the transient rollover threshold, the target vehicle is assessed to have a rollover risk.

[0031] When the comparison result shows that the transient lateral acceleration is less than the transient rollover threshold, the target vehicle is assessed to have no risk of rollover.

[0032] Secondly, embodiments of this application provide a vehicle rollover risk assessment device, comprising:

[0033] The acquisition module is used to acquire the vehicle status parameters of the target vehicle and the height information of obstacles.

[0034] The calculation module is used to obtain the transient lateral acceleration of the target vehicle based on vehicle state parameters, obstacle height information, and vehicle inherent parameters.

[0035] The evaluation module is used to assess the rollover risk of a target vehicle based on a comparison between transient lateral acceleration and transient rollover threshold.

[0036] In one possible implementation, in conjunction with the second aspect, the computing module is specifically used for:

[0037] The wheel lift time is obtained based on the vehicle speed information, obstacle height information, and the inherent wheel rolling radius in the vehicle's state parameters.

[0038] The transient lateral acceleration of the target vehicle is obtained based on the wheel lift time, obstacle height information, real-time load mass information in the vehicle state parameters, and inherent unsprung mass and inherent wheel track in the vehicle's inherent parameters.

[0039] In one possible implementation, in conjunction with the second aspect, the evaluation module includes:

[0040] The load status determination unit is used to determine the load status of the target vehicle based on the real-time load mass information in the vehicle status parameters.

[0041] The rollover threshold determination unit is used to determine the transient rollover threshold based on the load status and the preset transient correction coefficient.

[0042] The evaluation unit is used to assess the rollover risk of a target vehicle based on a comparison between transient lateral acceleration and transient rollover threshold.

[0043] In one possible implementation, in conjunction with the second aspect, the rollover threshold determination unit of the evaluation module is specifically used for:

[0044] When the vehicle is in a loaded but unloaded state, the unloaded static rollover threshold is obtained based on the vehicle's inherent wheelbase and inherent unloaded center of gravity height from its inherent parameters. The unloaded static rollover threshold is then corrected using a preset transient correction coefficient to obtain the unloaded transient rollover threshold. This unloaded transient rollover threshold is then defined as the transient rollover threshold.

[0045] When the vehicle is fully loaded, the static rollover threshold is obtained based on the inherent wheelbase and rated full-load center of gravity height from the vehicle's inherent parameters. The static rollover threshold is then corrected using a preset transient correction coefficient to obtain the transient rollover threshold. This transient rollover threshold is then defined as the transient rollover threshold.

[0046] In one possible implementation, in conjunction with the second aspect, the acquisition module is specifically used for:

[0047] Obstacle height information is obtained through visual sensors.

[0048] Vehicle speed information is obtained from vehicle status parameters using a vehicle speed sensor.

[0049] Real-time load mass information from vehicle status parameters is obtained through pressure sensors.

[0050] In one possible implementation, in conjunction with the second aspect, the evaluation unit of the evaluation module is specifically used for:

[0051] When the comparison result shows that the transient lateral acceleration is greater than or equal to the transient rollover threshold, the target vehicle is assessed to have a rollover risk.

[0052] When the comparison result shows that the transient lateral acceleration is less than the transient rollover threshold, the target vehicle is assessed to have no risk of rollover.

[0053] Thirdly, embodiments of this application provide an electronic device, including: a processor, and a memory communicatively connected to the processor.

[0054] The memory stores the instructions that the computer executes.

[0055] The processor executes computer execution instructions stored in memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0056] 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.

[0057] 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.

[0058] This application provides a method, device, medium, and product for assessing vehicle rollover risk. By acquiring vehicle state parameters and obstacle height information of the target vehicle, and based on these parameters and inherent vehicle parameters, the transient lateral acceleration of the target vehicle is obtained. The rollover risk of the target vehicle is assessed by comparing the transient lateral acceleration with a transient rollover threshold. Specifically, by dynamically calculating the transient lateral acceleration based on real-time vehicle state parameters, rather than relying on post-event monitoring of lateral acceleration sensor data, the accuracy of assessing Type III rollover risk caused by a vehicle running over an obstacle is improved. Attached Figure Description

[0059] 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.

[0060] Figure 1 A schematic diagram illustrating a scenario for a vehicle rollover risk assessment method provided in this application;

[0061] Figure 2 A flowchart illustrating a vehicle rollover risk assessment method provided in this application. Figure 1 ;

[0062] Figure 3 A flowchart illustrating a vehicle rollover risk assessment method provided in this application. Figure 2 ;

[0063] Figure 4 This is a schematic diagram of the vehicle's longitudinal motion model provided in this application;

[0064] Figure 5 A schematic diagram of the vehicle's vertical motion model provided in this application;

[0065] Figure 6 A specific example diagram of a vehicle rollover risk assessment method provided in this application;

[0066] Figure 7 A structural schematic diagram of a vehicle rollover risk assessment device provided in this application;

[0067] Figure 8 A schematic diagram of the structure of the electronic device provided in this application.

[0068] 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

[0069] 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.

[0070] First, the terms used in this application will be explained:

[0071] Deep learning models: Feature extraction algorithms implemented through neural network training, such as YOLO for object detection.

[0072] Low-pass filter: A signal processing tool for suppressing high-frequency noise, such as the Butterworth filter.

[0073] Kalman filtering: A mathematical method for estimating and correcting sensor noise using a recursive algorithm.

[0074] Load status: The operating status corresponding to the current load mass of the vehicle, which is divided into empty load status and full load status.

[0075] Dual-mass spring system: A physical model that divides a vehicle into unsprung mass and sprung mass, connected by springs, is used to describe the vibration coupling and energy transfer process (including the conversion of kinetic energy and elastic potential energy) of the two masses under vertical excitation (such as pressing on obstacles or road bumps).

[0076] Unsprung mass: The total mass of the wheel and suspension.

[0077] Sprout mass: the total mass of the vehicle body and load.

[0078] The principle of conservation of kinetic energy: the application of the law of conservation of energy in mechanical motion, that is, the increase in kinetic energy is equal to the sum of the increase in potential energy and the loss.

[0079] Longitudinal motion model: A geometric model of the relationship between the longitudinal displacement of the wheels and the lifting time when a vehicle passes over an obstacle.

[0080] Vertical motion model: A physical model describing the conversion of kinetic energy between unsprung mass and sprung mass when a vehicle passes over an obstacle.

[0081] Track width: The horizontal distance between the left and right wheels of a vehicle. It is an inherent parameter of the vehicle and is also known as the inherent track width.

[0082] Wheel rolling radius: The vertical distance from the center of the wheel to the ground when the wheel is rolling normally under rated load. It is an inherent parameter of the vehicle and is also called the inherent wheel rolling radius.

[0083] Center of gravity height: The vertical position of the vehicle's center of gravity. It is an inherent parameter of the vehicle, including the rated full-load center of gravity height when the vehicle is fully loaded, and the inherent unloaded center of gravity height when the vehicle is unloaded.

[0084] Secondly, the application background of the embodiments of this application will be explained:

[0085] Debris left after mining blasting, falling rocks from landslides, and obstacles dropped during transportation can all become sudden vertical excitation sources on a vehicle's path. When autonomous wheeled engineering vehicles travel in such complex road conditions, the vertical impact generated when they run over obstacles can easily cause rollover accidents. Existing technologies for assessing vehicle rollover risk mainly focus on two typical scenarios: first, rollover due to curvilinear motion based on lateral acceleration (Type I rollover); and second, "tripping rollover" caused by sideslip or impact (Type II rollover). Existing technologies are only applicable to situations where the vehicle is already in a critical rollover state. For Type III rollovers caused by the superposition of lateral acceleration and physical tilt due to vertical excitation when the vehicle runs over an obstacle, this is not an optimal assessment method.

[0086] To address the aforementioned issues, the inventors investigated whether transient lateral acceleration could be obtained based on obstacle characteristic parameters and vehicle dynamic state parameters, and then combined with transient rollover thresholds to achieve online prediction and dynamic assessment of type III rollover risk.

[0087] The inventors propose a method for assessing vehicle rollover risk. This method acquires vehicle state parameters and obstacle height information. Based on these parameters and inherent vehicle parameters, the transient lateral acceleration of the target vehicle is calculated. The rollover risk is then assessed by comparing the transient lateral acceleration with a transient rollover threshold. This technique, by dynamically calculating transient lateral acceleration based on real-time vehicle state parameters, rather than relying on post-event monitoring of lateral acceleration sensor data, improves the accuracy of assessing Type III rollover risk caused by vehicles running over obstacles.

[0088] Taking the safe operation scenario of autonomous wheeled engineering vehicles in complex terrain as an example, combined with Figure 1This illustrates the specific application scenarios of the vehicle rollover risk assessment method provided in this application. For example... Figure 1 As shown, the specific application scenarios of this application include vehicle 101 and obstacle 102. The vehicle 101 is equipped with a vision sensor, a vehicle speed sensor, a pressure sensor, a rollover risk assessment device, and an autonomous driving system.

[0089] Vehicle 101 can use a vision sensor to acquire images of obstacle 102 and extract its height information, a speed sensor to obtain the vehicle 101's state parameters, and a pressure sensor to monitor the vehicle 101's load status. These data, combined with the vehicle 101's inherent parameters (such as wheelbase and center of gravity height), are input into the vehicle 101's rollover risk assessment device to obtain a rollover risk assessment result. This result is then fed back to the vehicle 101's autonomous driving system in real time. The system, considering the current autonomous driving conditions, makes a comprehensive judgment and decides on and executes the next control strategy for the vehicle 101, including safety interventions such as active deceleration, active obstacle avoidance, and active stopping.

[0090] 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.

[0091] Figure 2 A flowchart illustrating a vehicle rollover risk assessment method provided in this application. Figure 1 ,like Figure 2 As shown, the method includes:

[0092] S201. Obtain the vehicle status parameters of the target vehicle and the height information of the obstacle.

[0093] Among them, vehicle status parameters are physical quantities that can be obtained in real time during vehicle operation, such as vehicle speed and load mass.

[0094] Obstacle height information refers to the vertical dimension of the obstacle.

[0095] In this step, obstacle height information is obtained through a vision sensor, vehicle speed information is obtained from the vehicle status parameters through a vehicle speed sensor, and real-time load mass information is obtained from the vehicle status parameters through a pressure sensor.

[0096] In one possible implementation, an image of the rocks in front is acquired using a visual sensor, and a deep learning model is used to identify the height of the rocks in the image, outputting obstacle height information.

[0097] S202. Based on the vehicle state parameters, obstacle height information, and vehicle inherent parameters, obtain the transient lateral acceleration of the target vehicle.

[0098] Among them, transient lateral acceleration is the dynamic value of lateral acceleration caused by vertical excitation when a vehicle passes over an obstacle.

[0099] The inherent parameters of the vehicle are the known vehicle design parameters.

[0100] In this step, the wheel lift-up time is obtained based on the vehicle speed and obstacle height information in the vehicle state parameters, as well as the inherent wheel rolling radius in the vehicle's inherent parameters. The transient lateral acceleration of the target vehicle is then obtained based on the wheel lift-up time, obstacle height information, real-time load mass information in the vehicle state parameters, and the inherent unsprung mass and inherent wheelbase in the vehicle's inherent parameters.

[0101] S203. Based on the comparison results of transient lateral acceleration and transient rollover threshold, assess the rollover risk of the target vehicle.

[0102] The transient rollover threshold is an evaluation threshold range dynamically determined based on the vehicle's inherent parameters (such as wheelbase and center of gravity height) and load status. For example, the threshold range is [0, 0.43] under unloaded conditions and [0, 0.31] under fully loaded conditions.

[0103] In this step, since the center of gravity height of the vehicle differs by nearly 40% between the unloaded and fully loaded states, the rollover threshold also differs by nearly 40% between the unloaded and fully loaded states. In order to accurately assess the rollover risk of the target vehicle, it is necessary to determine whether to use the unloaded transient rollover threshold or the fully loaded transient rollover threshold based on the load status.

[0104] Specifically, the load status of the target vehicle is determined based on the real-time load mass information in the vehicle status parameters. A transient rollover threshold is determined based on the load status and a preset transient correction coefficient. The rollover risk of the target vehicle is then assessed based on a comparison between the transient lateral acceleration and the transient rollover threshold.

[0105] When the comparison result shows that the transient lateral acceleration is greater than or equal to the transient rollover threshold, the target vehicle is assessed as having a rollover risk. When the comparison result shows that the transient lateral acceleration is less than the transient rollover threshold, the target vehicle is assessed as not having a rollover risk.

[0106] This application provides a method for assessing vehicle rollover risk. By acquiring the vehicle state parameters and obstacle height information of the target vehicle, the transient lateral acceleration of the target vehicle is obtained based on the vehicle state parameters, obstacle height information, and inherent vehicle parameters. The rollover risk of the target vehicle is assessed based on the comparison result between the transient lateral acceleration and the transient rollover threshold.

[0107] Specifically, the embodiments of this application dynamically calculate transient lateral acceleration based on real-time vehicle state parameters, rather than relying on post-event monitoring of lateral acceleration sensor data, thereby improving the accuracy of the assessment of the third type of rollover risk caused by a vehicle running over an obstacle.

[0108] Figure 3 A flowchart illustrating a vehicle rollover risk assessment method provided in this application. Figure 2 ,like Figure 3 As shown, in this embodiment... Figure 2 Based on the examples, a method for assessing vehicle rollover risk is described in detail, the method including:

[0109] S301: Obtain obstacle height information through a vision sensor, vehicle speed information through a vehicle speed sensor, and real-time load mass information through a pressure sensor.

[0110] In this step, obstacle height information is obtained through a vision sensor, vehicle speed information is obtained from the vehicle status parameters through a vehicle speed sensor, and real-time load mass information is obtained from the vehicle status parameters through a pressure sensor.

[0111] Specifically, the visual sensor extracts obstacle height information through a deep learning model, the vehicle speed sensor removes high-frequency noise from the vehicle speed information through low-pass filtering, and the pressure sensor estimates the load mass through Kalman filtering to obtain load mass information.

[0112] This step ensures the real-time performance and accuracy of the input parameters through collaborative processing of multi-source data, providing a more reliable input basis for transient lateral acceleration calculation.

[0113] In one possible implementation, obstacle images are acquired using a vision sensor mounted at the front of the driver's cab. These images are then input into a pre-trained deep learning model (such as a YOLO or U-Net model) for feature extraction, outputting obstacle height information. Raw vehicle speed signals are acquired using a vehicle speed sensor, and noise is removed using a low-pass filter (such as a Butterworth filter) to output smoothed speed information. Pressure data is acquired using a hydraulic cylinder pressure sensor, and real-time load mass information is estimated using a Kalman filter algorithm. Finally, three sets of real-time parameters—obstacle height, vehicle speed, and load mass—are obtained.

[0114] In one possible implementation, taking a scenario where a vehicle is traveling in a mining area as an example, when the vehicle is traveling at a speed of 30 km / h, the vision sensor detects a rock with a height of 0.3 m 10 m ahead, the vehicle speed sensor outputs a vehicle speed signal that is stabilized at 28 km / h after filtering, and the pressure sensor calculates the current load as 5 t through Kalman filtering.

[0115] S302. Based on the vehicle speed information, obstacle height information, and inherent wheel rolling radius, the wheel lifting time is obtained.

[0116] Among them, the wheel lifting time is the time from when the wheel touches the obstacle to when it is lifted to the highest point.

[0117] In this step, the wheel lift time is obtained based on the vehicle speed information, obstacle height information, and the inherent wheel rolling radius in the vehicle's state parameters.

[0118] Specifically, based on the obstacle height information and the inherent wheel rolling radius, the longitudinal displacement of the wheel when it passes over the obstacle is calculated using a longitudinal motion model. Then, combined with the vehicle speed information, the wheel lift time during this process is calculated.

[0119] In one possible implementation, the longitudinal motion model is as follows: Figure 4 As shown in the figure, the longitudinal motion mechanical model of the vehicle when it runs over the obstacle is intuitively constructed by using parameters such as angular velocity, driving speed, wheel radius, obstacle height, and horizontal displacement, providing a geometric and kinematic basis for subsequent calculations.

[0120] Specifically, the diagram illustrates three main elements: the ground, the motion parameters of the wheels and vehicle, and the geometric parameters of obstacles. The ground is a horizontal straight line with slanted lines, which also serves as the support surface for the vehicle's motion. The motion parameters of the wheels and vehicle include: wheels (radius marked as...) (circle); angular velocity of the wheel (arrow) (The direction is counterclockwise); the longitudinal speed of the vehicle (arrow) (Direction to the left). Obstacles and their geometric parameters include: obstacles (small circles on the ground); obstacle height ( ); longitudinal horizontal displacement of the vehicle relative to the obstacle The geometric coupling relationship between the wheel and the obstacle (in terms of...) This represents the difference between the vertical distance from the center of the wheel to the ground and half the height of the obstacle. Additionally, a dashed circle centered on the obstacle further illustrates the geometric relationship between the wheel and the obstacle.

[0121] During the wheel lifting process, longitudinal horizontal displacement With wheel radius Lifting height (obstacle height) The following satisfy the geometric difference of squares relation, and its expression is as follows:

[0122]

[0123] Wheel lifting time This is the longitudinal horizontal displacement. With driving speed The ratio is expressed as follows:

[0124]

[0125] S303. Based on the wheel lift time, obstacle height information, real-time load mass information, inherent unsprung mass, and inherent wheel track, the transient lateral acceleration of the target vehicle is obtained.

[0126] In this step, the transient lateral acceleration of the target vehicle is obtained based on the wheel lift time, obstacle height information, real-time load mass information in the vehicle state parameters, and inherent unsprung mass and inherent wheelbase in the vehicle's inherent parameters.

[0127] Assuming that all accelerations of the target vehicle remain constant throughout its journey from contact with the obstacle to its highest point, the vehicle is abstracted as a two-mass spring system. Based on the principle of kinetic energy conservation and combined with a vertical motion model, the kinetic energy transfer and distribution from the unsprung mass on one side to the mass on the other side of the system are calculated. This yields the transient lateral acceleration generated by the vertical-lateral-roll coupling effect of the target vehicle throughout the entire journey.

[0128] Specifically, assuming all types of acceleration remain constant, the vehicle is abstracted into a physical model consisting of a single-sided unsprung spring, a leaf spring, and a single-sided suprung spring.

[0129] During the vertical movement of the target vehicle from contacting the obstacle to rising to the highest point of the obstacle, the unsprung speed on one side rapidly rises from an initial velocity of 0. The velocity increment of the unsprung speed on one side can be calculated based on the obstacle height information and the wheel lifting time.

[0130] By calculating the kinetic energy transfer and distribution from the unsprung kinetic energy increment on one side to the kinetic energy of the system on the other side, the velocity increment of the system on one side can be obtained. Since the leaf spring has high stiffness, the elastic potential energy during the kinetic energy transfer and distribution process can be ignored. Based on the principle of conservation of kinetic energy, the kinetic energy increment of the system on one side is equal to the kinetic energy increment of the unsprung kinetic energy on the other side. Therefore, the velocity increment of the system on one side can be obtained based on the velocity increment of the unsprung kinetic energy on one side, the inherent unsprung mass on the other side, and the real-time load mass information of the upper portion of the spring on the other side.

[0131] The vertical motion model is analyzed. During the wheel lift time, the vehicle generates a single-sided system velocity increment around the single-sided wheel contact point. Based on the single-sided system velocity increment and the wheel lift time, the single-sided system acceleration can be calculated.

[0132] When one wheel rises to the height of an obstacle, the vehicle body will generate a physical roll angle and a lateral acceleration component. The physical roll angle can be calculated based on the geometric relationship between the obstacle height and the inherent wheelbase, while the lateral acceleration component can be calculated based on the physical roll angle and the acceleration of the system on one side. Finally, based on the superposition effect of the physical roll angle and lateral acceleration, the initial lateral acceleration is corrected to obtain the transient lateral acceleration that incorporates the roll effect.

[0133] In one possible implementation, the vertical motion model is as follows: Figure 5 As shown in the figure, by quantifying parameters such as vertical velocity, spring stiffness, and ground load, the dynamic process of kinetic energy under a single-sided spring being transferred and distributed to the single-sided system through the spring is revealed.

[0134] The right side of the image shows a simplified model of the vertical motion of a vehicle's single-sided suspension, visually illustrating the energy transfer chain from the unsprung portion to the spring, and then to the suprupted portion. The large rectangle on the right represents the suprupted portion, and the small rectangle represents the unsprung portion; the two are connected by the spring in the middle. Together, the suprupted and unsprung portions constitute a single-sided system.

[0135] The left side of the image shows a complete model of the vertical motion of a single-side suspension of a vehicle, demonstrating the multi-domain coupling relationship between vertical motion and lateral and roll motion. The horizontal straight line with diagonal lines represents the support surface (ground) of the vehicle's motion, the small rectangles on the support surface represent obstacles, the capsule shapes on the support surface and obstacles represent wheels, and the large rectangle above the wheels represents the vehicle body.

[0136] This indicates the unsprung velocity on one side of the spring. This represents the unsprung acceleration on one side, and K represents the suspension spring stiffness. This represents the height of the obstacle. The time it takes for the target vehicle's wheels to lift from contact with the obstacle to the highest point of the obstacle is known. The single-sided unsprung velocity increment corresponding to the single-sided unsprung velocity The calculation formula is:

[0137]

[0138] In the simplified model of vertical motion of a single-sided suspension, 0.5M represents that the mass of the sprung portion on one side is half of the total sprung mass M of the entire vehicle, and 0.5m represents that the mass of the unsprung portion on one side is half of the total unsprung mass m of the entire vehicle. This represents the velocity of the system on one side. Based on the principle of conservation of kinetic energy, and neglecting elastic potential energy, the increase in unsprung kinetic energy on one side is equal to the increase in kinetic energy of the entire system on one side. The above-mentioned increase in unsprung kinetic energy on one side... and the kinetic energy increment of the single-sided system This can be expressed by the following formula:

[0139]

[0140] In the above formula, For the velocity increment of a single-sided system, since the kinetic energy between the unsprung end and the single-sided system is conserved, i.e. Based on this, the velocity increment of a single-sided system The corresponding expression is:

[0141]

[0142] The velocity increment of the single-sided system It is the wheel lifting time The acceleration is generated internally, therefore, it is a unilateral system acceleration. The corresponding expression is:

[0143]

[0144] In the complete model of vertical motion of a single-sided suspension, when the wheel is raised to the height h of the obstacle, the vehicle body generates a physical roll angle. (The image uses symbols) (represented) and lateral acceleration components B is the inherent wheelbase, due to the physical camber angle. Smaller, exists:

[0145]

[0146]

[0147] Lateral acceleration components The corresponding expression is:

[0148]

[0149] Ultimately, based on the physical roll angle With lateral acceleration The superposition effect corrects the initial lateral acceleration, resulting in a transient lateral acceleration that incorporates the roll effect. The corresponding expression is:

[0150]

[0151] in, This is the acceleration due to gravity.

[0152] S304. Determine the load status of the target vehicle based on real-time load information. If the load status is empty, proceed to S305; if the load status is fully loaded, proceed to S306.

[0153] In this step, the load status of the target vehicle is determined based on the real-time load mass information in the vehicle status parameters. The load status is divided into empty status and fully loaded status.

[0154] S305. When the loaded state is the unloaded state, the unloaded transient rollover threshold is determined as the transient rollover threshold.

[0155] In this step, when the vehicle is in an unloaded state while still under load, the unloaded static rollover threshold of the target vehicle is obtained based on the inherent wheelbase and inherent unloaded center of gravity height from the vehicle's inherent parameters. The unloaded static rollover threshold is then corrected using a preset transient correction coefficient to obtain the unloaded transient rollover threshold, which is then determined as the transient rollover threshold.

[0156] S306. When the load condition is fully loaded, the full-load transient rollover threshold is determined as the transient rollover threshold.

[0157] In this step, when the vehicle is fully loaded, the static rollover threshold for the target vehicle under full load is obtained based on the inherent wheelbase and rated full load center of gravity height from the vehicle's inherent parameters. The static rollover threshold under full load is then corrected using a preset transient correction coefficient to obtain the transient rollover threshold under full load, which is then determined as the transient rollover threshold.

[0158] The technical means shown in S304 to S306 above adjust the transient rollover threshold according to the load condition, so that the subsequent rollover risk assessment results are highly matched with the actual load condition of the vehicle, which improves the assessment accuracy under different working conditions and avoids misjudgment or omission due to the fixed transient rollover threshold.

[0159] In one possible implementation, the vehicle is about to roll over when its lateral acceleration satisfies the classical formula for the critical state of vehicle rollover. The corresponding expression is as follows:

[0160]

[0161] in, The center of gravity height (inherent unloaded center of gravity height or rated full load center of gravity height). The inherent wheelbase is used as the reference point. Based on this, the static rollover thresholds under no-load and under full-load conditions can be calculated. Combined with a preset transient correction coefficient, the transient rollover thresholds under no-load and under full-load conditions can be obtained. Extensive test data research indicates that the preset transient correction coefficient can be set to 0.6.

[0162] With a natural wheelbase of 2.75m and a rated full-load center of gravity height of 2.65m, the full-load static rollover threshold range can be calculated as [0, 0.52], and the full-load transient rollover threshold range is [0, 0.31].

[0163] With a natural wheelbase of 2.75m and a natural unloaded center of gravity height of 1.95m, the unloaded static rollover threshold range can be calculated as [0, 0.71], and the unloaded transient rollover threshold range is [0, 0.43].

[0164] S307. Determine whether the transient lateral acceleration is greater than or equal to the transient rollover threshold. If yes, proceed to S308; otherwise, proceed to S309.

[0165] In this step, the rollover risk of the target vehicle is assessed based on the comparison between transient lateral acceleration and transient rollover threshold.

[0166] S308. When the comparison result shows that the transient lateral acceleration is greater than or equal to the transient rollover threshold, the target vehicle is assessed to have a rollover risk.

[0167] In one possible implementation, after assessing that the target vehicle has a rollover risk, the next action of the target vehicle is controlled based on its current autonomous driving status. The next action includes active deceleration, active stopping, and active obstacle avoidance.

[0168] S309. When the comparison result shows that the transient lateral acceleration is less than the transient rollover threshold, the target vehicle is assessed to have no risk of rollover.

[0169] This application provides a method for assessing vehicle rollover risk, which obtains obstacle height information through a visual sensor, vehicle speed information through a vehicle speed sensor, and real-time load mass information through a pressure sensor.

[0170] Based on vehicle speed, obstacle height, and inherent wheel rolling radius, the wheel lift-up time is obtained. Based on obstacle height and wheel lift-up time, the vertical velocity increment of the unsprung mass of a single wheel is obtained. Based on obstacle height, inherent unsprung mass, real-time load mass, vertical velocity increment, inherent wheelbase, and wheel lift-up time, the transient lateral acceleration of the target vehicle is obtained.

[0171] Based on real-time load information, the load status of the target vehicle is determined. When the load status is empty, the empty static rollover threshold is corrected using a preset transient correction coefficient to obtain the empty transient rollover threshold, which is then determined as the transient rollover threshold. When the load status is fully loaded, the fully loaded static rollover threshold is corrected using a preset transient correction coefficient to obtain the fully loaded transient rollover threshold, which is then determined as the transient rollover threshold.

[0172] The rollover risk of a target vehicle is assessed based on the comparison between transient lateral acceleration and transient rollover threshold. If the transient lateral acceleration is greater than or equal to the transient rollover threshold, the target vehicle is assessed to have a rollover risk. If the transient lateral acceleration is less than the transient rollover threshold, the target vehicle is assessed to have no rollover risk.

[0173] Specifically, this application's embodiments utilize the collaborative processing of visual sensors, vehicle speed sensors, and pressure sensors to address the insufficient reliability of input data caused by traditional methods relying on single sensors or static parameters, providing a more reliable data foundation for calculating transient lateral acceleration. By using real-time vehicle speed and load information, the wheel lift time and vertical velocity increment are progressively calculated until the transient lateral acceleration is obtained, achieving dynamic calculation of transient lateral acceleration. By determining the transient rollover threshold based on the load state, the problem of traditional methods using fixed thresholds failing to adapt to changes in vehicle load is solved, improving the evaluation accuracy under different load conditions.

[0174] Ultimately, through the above technical means, the embodiments of this application realize online prediction and dynamic assessment of the third type of rollover risk, improve the risk prediction capability, assessment accuracy and adaptability to complex terrain, provide an active intervention time window for the autonomous driving system, and reduce the risk of the third type of rollover accident caused by vertical excitation.

[0175] Based on any of the above embodiments, the following, in conjunction with Figure 6 Taking a vehicle rollover risk assessment system as a specific example, this paper provides a detailed explanation of the application of a vehicle rollover risk assessment method in the system.

[0176] The vehicle rollover risk assessment system includes a transient lateral acceleration calculation module, a rollover risk assessment module, and a vehicle decision-making module. In addition, the system stores vehicle design parameters such as unsprung mass, rolling radius, wheelbase, and center of gravity height.

[0177] The transient lateral acceleration calculation subsystem outputs transient lateral acceleration and mass based on the acquired information and transmits this data to the rollover risk assessment system module. This module performs a rollover risk assessment based on the transient lateral acceleration and mass, and finally transmits the results to the vehicle decision-making system module, providing a basis for vehicle decision-making. The vehicle decision-making system module, based on the rollover risk assessment results and the current autonomous driving conditions, makes a comprehensive judgment and then decides and executes the next control strategy, including safety intervention behaviors such as active deceleration, active obstacle avoidance, and active braking.

[0178] The transient lateral acceleration calculation subsystem includes a vision sensor, a vehicle speed sensor, a pressure sensor, an obstacle height calculation submodule, a vehicle speed calculation submodule, a mass calculation submodule, and a transient lateral acceleration calculation module.

[0179] A vision sensor acquires obstacle image information, processes it through a deep learning model, and then inputs it into the obstacle height calculation submodule to obtain the obstacle height. A vehicle speed sensor removes high-frequency noise from the speed information using a low-pass filter before inputting it into the vehicle speed calculation submodule to obtain the vehicle speed. A pressure sensor acquires load information, processes it using a Kalman filter, and then inputs it into the mass calculation submodule to obtain the mass.

[0180] The transient lateral acceleration calculation module inputs the obstacle height, vehicle speed, and mass, along with the known unsprung mass, rolling radius, and wheelbase, to obtain the transient lateral acceleration.

[0181] The rollover risk assessment system module includes a rollover threshold calculation submodule and a rollover risk assessment module. The rollover threshold calculation submodule calculates the unloaded transient rollover threshold and the fully loaded transient rollover threshold based on the known wheel track and center of gravity height, and transmits them to the rollover risk assessment module.

[0182] The rollover risk assessment module receives transient lateral acceleration, mass, no-load transient rollover threshold, and full-load transient rollover threshold. Based on the mass, it determines whether the current load state is no-load or full-load. Then, it selects either the no-load or full-load transient rollover threshold and compares it with the transient lateral acceleration. Based on the comparison result, it determines whether a rollover risk exists.

[0183] It should be noted that, in Figure 6 The processing steps shown in the embodiments do not constitute a specific limitation on a vehicle rollover risk assessment method. In other embodiments of this application, a vehicle rollover risk assessment method may include more than Figure 6 The embodiments may include more or fewer steps; for example, a vehicle rollover risk assessment method may include... Figure 6 Some steps in the embodiments, or, Figure 6 Some steps in the embodiments can be replaced by steps with the same function, or, Figure 6 Some steps in the embodiments can be broken down into multiple steps, etc.

[0184] Figure 7 A structural schematic diagram of a vehicle rollover risk assessment device provided in this application is shown below. Figure 7 As shown, the vehicle rollover risk assessment device 70 provided in this embodiment includes:

[0185] The acquisition module 701 is used to acquire the vehicle status parameters of the target vehicle and the obstacle height information.

[0186] The calculation module 702 is used to obtain the transient lateral acceleration of the target vehicle based on the vehicle state parameters, obstacle height information and vehicle inherent parameters.

[0187] Evaluation module 703 is used to assess the rollover risk of a target vehicle based on a comparison between transient lateral acceleration and transient rollover threshold.

[0188] In one possible implementation, the computing module 702 is specifically used for:

[0189] The wheel lift time is obtained based on the vehicle speed information, obstacle height information, and the inherent wheel rolling radius in the vehicle's state parameters.

[0190] The transient lateral acceleration of the target vehicle is obtained based on the wheel lift time, obstacle height information, real-time load mass information in the vehicle state parameters, and inherent unsprung mass and inherent wheel track in the vehicle's inherent parameters.

[0191] In one possible implementation, the evaluation module 703 includes:

[0192] The load status determination unit is used to determine the load status of the target vehicle based on the real-time load mass information in the vehicle status parameters.

[0193] The rollover threshold determination unit is used to determine the transient rollover threshold based on the load status and the preset transient correction coefficient.

[0194] The evaluation unit is used to assess the rollover risk of a target vehicle based on a comparison between transient lateral acceleration and transient rollover threshold.

[0195] In one possible implementation, the rollover threshold determination unit of the evaluation module 703 is specifically used for:

[0196] When the vehicle is in a loaded but unloaded state, the unloaded static rollover threshold is obtained based on the vehicle's inherent wheelbase and inherent unloaded center of gravity height from its inherent parameters. The unloaded static rollover threshold is then corrected using a preset transient correction coefficient to obtain the unloaded transient rollover threshold. This unloaded transient rollover threshold is then defined as the transient rollover threshold.

[0197] When the vehicle is fully loaded, the static rollover threshold is obtained based on the inherent wheelbase and rated full-load center of gravity height from the vehicle's inherent parameters. The static rollover threshold is then corrected using a preset transient correction coefficient to obtain the transient rollover threshold. This transient rollover threshold is then defined as the transient rollover threshold.

[0198] In one possible implementation, the acquisition module 701 is specifically used for:

[0199] Obstacle height information is obtained through visual sensors.

[0200] Vehicle speed information is obtained from vehicle status parameters using a vehicle speed sensor.

[0201] Real-time load mass information from vehicle status parameters is obtained through pressure sensors.

[0202] In one possible implementation, the evaluation unit of the evaluation module 703 is specifically used for:

[0203] When the comparison result shows that the transient lateral acceleration is greater than or equal to the transient rollover threshold, the target vehicle is assessed to have a rollover risk.

[0204] When the comparison result shows that the transient lateral acceleration is less than the transient rollover threshold, the target vehicle is assessed to have no risk of rollover.

[0205] This embodiment provides a vehicle rollover risk assessment device that can execute the method provided in the above-described method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0206] Figure 8 A schematic diagram of the structure of the electronic device provided in this application. Figure 8 As shown, the electronic device 80 provided in this embodiment includes at least one processor 801 and a memory 802. Optionally, the device 80 further includes a communication component 803. The processor 801, memory 802, and communication component 803 are connected via a bus 804.

[0207] In a specific implementation, at least one processor 801 executes computer execution instructions stored in memory 802, causing at least one processor 801 to perform the above-described method.

[0208] The specific implementation process of processor 801 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0209] 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.

[0210] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0211] 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.

[0212] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0213] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0214] 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.

[0215] 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.

[0216] 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.

[0217] 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.

[0218] 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.

[0219] 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, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0220] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0221] 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 assessing vehicle rollover risk, characterized in that, include: Obtain the target vehicle's vehicle status parameters and obstacle height information; The transient lateral acceleration of the target vehicle is obtained based on the vehicle state parameters, the obstacle height information, and the vehicle's inherent parameters. The rollover risk of the target vehicle is assessed based on the comparison between the transient lateral acceleration and the transient rollover threshold.

2. The method according to claim 1, characterized in that, The step of obtaining the transient lateral acceleration of the target vehicle based on the vehicle state parameters, the obstacle height information, and the vehicle's inherent parameters includes: The wheel lift time is obtained based on the vehicle speed information in the vehicle state parameters, the obstacle height information, and the inherent wheel rolling radius in the vehicle inherent parameters. The transient lateral acceleration of the target vehicle is obtained based on the wheel lift time, the obstacle height information, the real-time load mass information in the vehicle state parameters, and the inherent unsprung mass and inherent wheel track in the vehicle's inherent parameters.

3. The method according to claim 1, characterized in that, The assessment of the rollover risk of the target vehicle based on the comparison between the transient lateral acceleration and the transient rollover threshold includes: The load status of the target vehicle is determined based on the real-time load mass information in the vehicle status parameters. The transient rollover threshold is determined based on the load condition and the preset transient correction coefficient; The rollover risk of the target vehicle is assessed based on the comparison between the transient lateral acceleration and the transient rollover threshold.

4. The method according to claim 3, characterized in that, The step of determining the transient rollover threshold based on the load state and a preset transient correction coefficient includes: When the loaded state is an unloaded state, the unloaded static rollover threshold of the target vehicle is obtained based on the inherent wheel track and inherent unloaded center of gravity height in the inherent parameters of the vehicle. The unloaded static rollover threshold is corrected using the preset transient correction coefficient to obtain the unloaded transient rollover threshold; The no-load transient rollover threshold is determined as the transient rollover threshold.

5. The method according to claim 3, characterized in that, The step of determining the transient rollover threshold based on the load state and a preset transient correction coefficient includes: When the load condition is fully loaded, the full-load static rollover threshold of the target vehicle is obtained based on the inherent wheel track and the rated full-load center of gravity height in the vehicle's inherent parameters. The full-load static rollover threshold is corrected by the preset transient correction coefficient to obtain the full-load transient rollover threshold; The full-load transient rollover threshold is determined as the transient rollover threshold.

6. The method according to claim 1, characterized in that, The target vehicle is equipped with a vision sensor, a speed sensor, and a pressure sensor; acquiring the vehicle status parameters of the target vehicle and the obstacle height information includes: The height information of the obstacle is obtained through the visual sensor; The vehicle speed information in the vehicle status parameters is obtained through the vehicle speed sensor; The pressure sensor acquires real-time load mass information from the vehicle status parameters.

7. The method according to claim 1, characterized in that, The assessment of the rollover risk of the target vehicle based on the comparison between the transient lateral acceleration and the transient rollover threshold includes: When the comparison result shows that the transient lateral acceleration is greater than or equal to the transient rollover threshold, the target vehicle is assessed to have a rollover risk. When the comparison result shows that the transient lateral acceleration is less than the transient rollover threshold, the target vehicle is assessed to have no risk of rollover.

8. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the 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 to 7.

9. 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 to 7.

10. 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 to 7.

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