Vehicle chassis anti-scratch method and device, electronic equipment and storage medium

Abstract

The invention discloses a vehicle chassis anti-scratch method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining the chassis parameters and the current speed of a vehicle, recognizing the road surface information of a front road, determining the trafficability result of the vehicle chassis on the front road according to the chassis parameters and the road surface information, and determining the trafficability of the vehicle chassis on the front road based on the trafficability result. According to the chassis parameters and the road surface information, the safe vehicle speed under the road surface type is obtained through calculation, under the condition that the current vehicle speed is larger than the safe vehicle speed, the vehicle is controlled to execute a preset anti-scratching strategy, and the anti-scratching strategy comprises at least one of early warning prompt, vehicle chassis active control and vehicle speed adjustment. According to the method, road surface and chassis constraints are comprehensively considered, the trafficability of the vehicle chassis on different road surface scenes is evaluated, the safe speed of the vehicle passing through the road surface safely under various road surface types is combined, multiple anti-rubbing strategies are actively adopted, the chassis rubbing risk is comprehensively dealt with, rubbing accidents of the vehicle chassis are effectively avoided, and the safety of the vehicle is improved. And the active safety performance of the vehicle is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, specifically relating to a method, device, electronic device, and storage medium for preventing scraping of vehicle chassis. Background Technology

[0002] With the development of the automotive industry and the continuous progress of manufacturing technology, in pursuit of better driving space and driving stability, long-wheelbase, low-chassis sedans and SUVs have gradually become the mainstream in the market. When long-wheelbase, low-chassis vehicles pass through roads with certain height obstacles or go through slopes, they are very prone to chassis scraping accidents. At best, it will cause scraping damage to parts, and at worst, it may cause vehicle failure, directly endangering driving safety.

[0003] Currently, measures to prevent vehicle chassis scrapes primarily rely on the driver's experience and instantaneous judgment. When a driver perceives a difficult road ahead, they reduce speed or change their trajectory, thus mitigating the risk of a scrape to some extent. However, when a vehicle travels at a certain speed over an obstacle, the suspension system compresses instantaneously due to the impact load, causing dynamic changes in the vehicle's posture and a sudden decrease in ground clearance. Furthermore, the inertia from speed causes drastic pitch changes at the top or bottom of a slope, further increasing the risk of interference between the chassis and road bumps. Because each driver's experience, distance perception, and predictive ability vary, relying entirely on manual operation makes it difficult to promptly and accurately detect the actual risk of a scrape, thus hindering the effective prevention of vehicle chassis scrapes. Summary of the Invention

[0004] The purpose of this application is to provide a method, device, electronic device, and storage medium for preventing vehicle chassis scratches, which can solve the problem that the current system relies entirely on manual operation, making it impossible to detect the actual risk of vehicle scratches in a timely and accurate manner, thus making it difficult to effectively prevent vehicle chassis scratch accidents.

[0005] To solve the above-mentioned technical problems, this application is implemented as follows: In a first aspect, embodiments of this application provide a method for preventing scratches on a vehicle chassis, the method comprising: The system acquires the vehicle's chassis parameters and current speed, and identifies the road surface information ahead; wherein the chassis parameters include dynamic chassis height and chassis passability constraint parameters, and the road surface information includes road surface type and road surface elevation data corresponding to the road surface type; Based on the chassis parameters and the road surface information, determine the vehicle chassis's passability on the road ahead; Based on the passability results, the safe vehicle speed for the road surface type is calculated according to the chassis parameters and the road surface information. When the current vehicle speed is greater than the safe vehicle speed, the vehicle is controlled to execute a preset anti-scratching strategy, which includes at least one of the following: early warning prompts, active control of the vehicle chassis, and speed adjustment.

[0006] Optionally, determining the vehicle chassis's passability on the road ahead based on the chassis parameters and the road surface information includes: Extract the road elevation data corresponding to the road type from the road information, and determine the road height and / or slope angle corresponding to the road type; The road surface height is compared with the dynamic chassis height, and the ramp angle is compared with the chassis passability constraint parameters; the chassis passability constraint parameters include at least the approach angle, departure angle, and longitudinal clearance angle. If the road surface height is greater than or equal to the dynamic chassis height, or the ramp angle is greater than or equal to at least one of the approach angle, departure angle, and longitudinal clearance angle, then the vehicle chassis's passability on the road ahead is determined to be non-passable. Otherwise, the vehicle chassis's passability on the road ahead is uncertain and it can pass.

[0007] Optionally, the step of calculating the safe vehicle speed for the road surface type based on the passability results, according to the chassis parameters and the road surface information, includes: If the vehicle chassis's passability on the road ahead is uncertain, the road type is extracted from the road surface information; the road surface type includes sloping road surfaces and non-sloping road surfaces. Based on the road surface height, dynamic chassis height, and chassis passability constraint parameters, the safe vehicle speeds for the two front wheels and two rear wheels to pass through the road surface ahead are calculated respectively, thus obtaining the safe vehicle speeds for non-sloping road surfaces. Based on the slope angle and chassis passability constraint parameters, the safe vehicle speeds for entering uphill, passing the top of the slope uphill, passing the top of the slope downhill, and exiting downhill are calculated respectively, thus obtaining the safe vehicle speeds on the slope surface.

[0008] Optionally, when the current vehicle speed is greater than the safe vehicle speed, controlling the vehicle to execute a preset anti-scratching strategy includes: The warning prompts include at least one of light warnings, voice prompts, and head-up displays; The active control of the vehicle chassis includes controlling the active suspension of the vehicle to adjust the dynamic chassis height to a preset safe height; The vehicle speed adjustment includes adjusting the current vehicle speed to be less than or equal to the safe vehicle speed based on the safe vehicle speed.

[0009] Optionally, obtaining the vehicle's chassis parameters and current speed includes: Get the vehicle's current speed; Obtain the vehicle's initial chassis height when unloaded, current load, and pre-set chassis passability constraint parameters; The chassis height reduction is determined based on the current load, and the dynamic chassis height of the vehicle is obtained based on the initial chassis height and the chassis height reduction.

[0010] Optionally, identifying the road surface information ahead includes: The system uses lidar to collect point cloud data of the road ahead, and ultrasonic sensors to detect reflection information of the road ahead. Based on the point cloud data and the reflection information, the road surface elevation data of the road ahead is identified; The system uses a camera to capture image data of the road ahead, and identifies the road surface type of the road ahead by analyzing the image data.

[0011] Optionally, after determining the vehicle chassis's passability on the road ahead based on the chassis parameters and the road surface information, the method further includes: If the vehicle chassis determines that it cannot pass through the road ahead, the vehicle will execute a preset anti-scratching strategy.

[0012] Secondly, embodiments of this application provide a vehicle chassis anti-scratch device, the device comprising: The information acquisition module is used to acquire the vehicle's chassis parameters and current speed, as well as to identify the road surface information ahead; wherein, the chassis parameters include dynamic chassis height and chassis passability constraint parameters, and the road surface information includes road surface elevation data and road surface type; The determination module is used to determine the passability result of the vehicle chassis on the road ahead based on the chassis parameters and the road surface information; The safe speed module is used to calculate the safe speed for the road surface type based on the passability results, the chassis parameters, and the road surface information. The control module is used to control the vehicle to execute a preset anti-scratching strategy when the current vehicle speed is greater than the safe vehicle speed. The anti-scratching strategy includes at least one of the following: early warning prompts, active control of the vehicle chassis, and speed adjustment.

[0013] Thirdly, embodiments of this application provide an electronic device including a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the vehicle chassis anti-scratching method as described in the first aspect.

[0014] Fourthly, embodiments of this application provide a readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of the vehicle chassis anti-scratching method as described in the first aspect.

[0015] The vehicle chassis anti-scratching method provided in this application obtains the vehicle's chassis parameters and current speed, and identifies the road surface information ahead. The chassis parameters include dynamic chassis height and chassis passability constraint parameters, and the road surface information includes road surface type and corresponding road surface elevation data. Based on the chassis parameters and road surface information, the passability result of the vehicle chassis on the road ahead is determined. Based on the passability result, a safe speed under the road surface type is calculated according to the chassis parameters and road surface information. When the current speed is greater than the safe speed, the vehicle is controlled to execute a preset anti-scratching strategy. The anti-scratching strategy includes at least one of warning prompts, active control of the vehicle chassis, and speed adjustment, thereby achieving vehicle chassis anti-scratching. This application embodiment utilizes real-time chassis parameters, current vehicle speed, and road surface information ahead to accurately identify the road conditions ahead and the vehicle's current state. By comprehensively considering road surface and chassis constraints, it timely and accurately assesses the vehicle chassis's passability in different road surface scenarios. Combined with the safe speed for vehicles to safely pass through the road surface under various road types, it proactively adopts multiple warning and intervention anti-scratching strategies when a scrape risk is detected. This comprehensively addresses the risk of chassis scrape, helps ensure the vehicle's safe passage through the road ahead, effectively avoids scrape accidents involving the vehicle chassis, and further improves the vehicle's active safety performance.

[0016] The above description is merely an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0017] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This is a flowchart illustrating the steps of a vehicle chassis anti-scratching method provided in an embodiment of this application; Figure 2 This is a schematic diagram showing the location of chassis parameters in a vehicle chassis anti-scratching method provided in an embodiment of this application; Figure 3 This is one of the scenario diagrams illustrating a vehicle chassis anti-scratching method provided in this application embodiment; Figure 4 This is one of the flowcharts of a vehicle chassis anti-scratching method provided in the embodiments of this application; Figure 5 This is a second scenario illustration of a vehicle chassis anti-scratching method provided in this application embodiment; Figure 6 This is a second flowchart of a method for preventing scratches on a vehicle chassis provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a vehicle chassis anti-scratching device provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0020] The vehicle chassis anti-scratching method, device, electronic device, and storage medium provided in this application will be described in detail below with reference to the accompanying drawings and through specific embodiments and application scenarios.

[0021] Reference Figure 1 The diagram illustrates a flowchart of the steps of a vehicle chassis anti-scratching method provided in an embodiment of this application. The method may include: Step 101: Obtain the vehicle's chassis parameters and current speed, and identify the road surface information ahead; wherein, the chassis parameters include dynamic chassis height and chassis passability constraint parameters, and the road surface information includes road surface type and road surface elevation data corresponding to the road surface type.

[0022] In this embodiment, to address the problem that current methods rely entirely on manual operation, making it difficult to detect actual vehicle scrape risks in a timely and accurate manner, thus hindering the effective prevention of vehicle chassis scrape accidents, the system acquires vehicle chassis parameters and current speed, identifies road surface information ahead, and comprehensively assesses the vehicle's passability in different road scenarios based on various road conditions and the vehicle's real-time status. This enables effective scrape prevention control, ensuring that the vehicle does not scrape when passing through different road surfaces. When a risk is detected, proactive scrape prevention measures are taken to avoid chassis scrape accidents, ensuring the vehicle's safe passage through the road ahead and improving the vehicle's active safety performance.

[0023] It should be noted that the vehicle chassis anti-scratching method provided in this application embodiment can be executed by a vehicle controller. The vehicle controller collects vehicle and road data in real time based on various sensors such as lidar, ultrasonic sensors, cameras, inertial measurement units, and vehicle height sensors. It uses the microcontroller (such as STM32) or embedded processor (such as NVIDIA Jetson) integrated in the vehicle controller to process the data collected by the sensors, and performs road height determination, vehicle passability analysis, and anti-scratching risk warning and intervention, thereby controlling the vehicle to achieve effective anti-scratching.

[0024] In this embodiment, chassis parameters include dynamic chassis height and chassis passability constraint parameters. Dynamic chassis height reflects the actual chassis height of the vehicle under the current load and is a key parameter for evaluating vehicle passability. The amount of chassis height reduction can be determined by the current load, and combined with the initial chassis height when the vehicle is unloaded, the dynamic chassis height can be obtained in real time. Chassis passability constraint parameters are the basis for calculating dynamic chassis height and evaluating vehicle passability. These parameters include predetermined parameters such as wheelbase, front overhang length, rear overhang length, approach angle, departure angle, longitudinal clearance angle, tire rolling radius, comprehensive safety factor, front suspension single-wheel stiffness, front single-wheel equivalent sprung mass, rear suspension single-wheel stiffness, and rear single-wheel equivalent sprung mass, used to evaluate vehicle passability. Current vehicle speed is one of the important factors in evaluating vehicle passability and can be obtained in real time through the vehicle speed sensor or CAN bus.

[0025] In this embodiment, to adapt to the needs of complex road conditions, it is also necessary to identify the road surface information ahead. Road surface information is a key input for assessing vehicle passability. Road surface information includes road surface type and corresponding road surface elevation data. Road surface types include sloping roads and non-sloping roads. Sloping roads refer to roads with varying gradients, such as uphill and downhill slopes, while non-sloping roads refer to flat or gently undulating roads, such as flat ground and speed bumps. The corresponding road surface elevation data includes road height and / or slope angle. Road height refers to the vertical height of the road surface relative to the vehicle's driving plane, and slope angle refers to the angle of inclination of the road surface relative to the horizontal plane. Road surface elevation data can be obtained by collecting road conditions corresponding to the road surface type using the vehicle's LiDAR and ultrasonic sensors, combined with road surface type identification by a camera. Through multi-sensor fusion, accurate road surface information is collected. This embodiment will not elaborate on these details further.

[0026] Step 102: Determine the vehicle chassis's passability on the road ahead based on chassis parameters and road surface information.

[0027] In this embodiment, the vehicle controller determines the vehicle chassis's passability on the road ahead based on the acquired chassis parameters and road surface information. The passability result reflects the vehicle's ability to pass under the current chassis height and road surface conditions, and whether there is a risk of scraping. Therefore, based on the collected or identified chassis parameters and road surface information, the passability result of the vehicle chassis on the road ahead is determined. The passability result includes "definitely not passable" and "uncertainly passable". "Determinedly not passable" indicates that the current vehicle chassis is definitely unable to pass the road ahead safely and without scraping. "Uncertainly passable" indicates that the road ahead poses a risk of scraping the vehicle chassis, and it cannot be determined whether it can pass the road ahead safely and without scraping, requiring further analysis and determination.

[0028] In this embodiment, the vehicle controller determines the vehicle chassis's passability on the road ahead based on chassis parameters and road surface information. Specifically, according to the road surface type, when the road surface type is a non-sloping road, the road surface height is compared with the dynamic chassis height; and when the road surface type is a sloping road, the slope angle is compared with the chassis passability constraint parameters. Based on the comparison results, the vehicle chassis's passability on the road ahead is obtained. If the road surface height is greater than or equal to the dynamic chassis height, or the slope angle is greater than or equal to at least one of the approach angle, departure angle, and longitudinal clearance angle, then the vehicle chassis's passability on the road ahead is determined to be non-passable. Otherwise, further analysis of other factors such as vehicle speed is needed to determine the final passability result, and the vehicle chassis's passability on the road ahead is uncertain to be passable. This will not be elaborated further here.

[0029] Step 103: Based on the passability results, calculate the safe speed for each road type according to the chassis parameters and road surface information.

[0030] In this embodiment of the application, after obtaining the preliminary passability results, in order to accurately and effectively prevent the vehicle chassis from scraping, the vehicle controller calculates the safe speed under the road type based on the passability results, according to the chassis parameters and road information. The safe speed refers to the maximum speed at which the vehicle can safely pass through the road surface without scraping.

[0031] In practice, if the vehicle chassis's passability on the road ahead is uncertain, the road type is extracted from the road information. The road type includes sloping roads and non-sloping roads. Different calculation methods are used to determine the safe speed depending on the road type. The safe speed for non-slope roads takes into account the vehicle's passability on flat or gently undulating surfaces. Based on the road surface height, dynamic chassis height, and chassis passability constraint parameters, the safe speeds for both front and rear wheels passing over the road surface ahead can be calculated separately to obtain the safe speed for non-slope roads. The safe speed for slope roads needs to consider the vehicle's passability under different slope conditions. Based on the slope angle and chassis passability constraint parameters, the safe speeds for entering uphill, passing the crest of an uphill slope, passing the crest of a downhill slope, and exiting downhill can be calculated separately to obtain the safe speed for slope roads. The chassis passability constraint parameters required for calculating the safe speed include at least the wheelbase, front overhang length, rear overhang length, approach angle, departure angle, longitudinal clearance angle, tire rolling radius, comprehensive safety factor, front suspension single-wheel stiffness, front single-wheel equivalent sprung mass, rear suspension single-wheel stiffness, and rear single-wheel equivalent sprung mass.

[0032] Step 104: When the current vehicle speed is greater than the safe vehicle speed, control the vehicle to execute a preset anti-scratching strategy. The anti-scratching strategy includes at least one of the following: warning prompt, active control of the vehicle chassis, and speed adjustment.

[0033] In this embodiment, when the current vehicle speed is detected to be greater than the safe speed, a preset anti-scratching strategy is triggered, and the vehicle is controlled to execute the preset anti-scratching strategy. The anti-scratching strategy includes at least one of the following: warning prompt, active chassis control, and speed adjustment. The warning prompt is a warning signal issued to the driver or passengers when a scrape risk is detected. The warning prompt can be implemented in various ways, including light warnings, voice prompts, and head-up displays (HUDs). Active chassis control refers to dynamically adjusting the dynamic chassis height by controlling the vehicle's active suspension system to reach a preset safe height when a scrape risk is detected. The preset safe height is a safety height threshold pre-set based on road surface height and chassis passability constraint parameters to ensure that the vehicle will not scrape when passing through dangerous road surfaces. Speed ​​adjustment refers to adjusting the current vehicle speed to less than or equal to the safe speed by controlling the vehicle's braking or power system when the current vehicle speed is detected to be greater than the safe speed, ensuring that the vehicle passes the road ahead at a safe speed. The safe speed is a calculated safe speed for the current road surface type. Multiple measures are taken to ensure the safe passage of vehicles across the road ahead, effectively preventing chassis scraping accidents.

[0034] The vehicle chassis anti-scratching method provided in this application obtains the vehicle's chassis parameters and current speed, and identifies the road surface information ahead. The chassis parameters include dynamic chassis height and chassis passability constraint parameters, and the road surface information includes road surface type and corresponding road surface elevation data. Based on the chassis parameters and road surface information, the passability result of the vehicle chassis on the road ahead is determined. Based on the passability result, a safe speed under the road surface type is calculated according to the chassis parameters and road surface information. When the current speed is greater than the safe speed, the vehicle is controlled to execute a preset anti-scratching strategy. The anti-scratching strategy includes at least one of warning prompts, active control of the vehicle chassis, and speed adjustment, thereby achieving vehicle chassis anti-scratching. This application embodiment utilizes real-time chassis parameters, current vehicle speed, and road surface information ahead to accurately identify the road conditions ahead and the vehicle's current state. By comprehensively considering road surface and chassis constraints, it timely and accurately assesses the vehicle chassis's passability in different road surface scenarios. Combined with the safe speed for vehicles to safely pass through the road surface under various road types, it proactively adopts multiple warning and intervention anti-scratching strategies when a scrape risk is detected. This comprehensively addresses the risk of chassis scrape, helps ensure the vehicle's safe passage through the road ahead, effectively avoids scrape accidents involving the vehicle chassis, and further improves the vehicle's active safety performance.

[0035] In some embodiments of this application, step 102, determining the vehicle chassis's passability on the road ahead based on chassis parameters and road surface information, may specifically include: Sub-step 1021: Extract the road elevation data corresponding to the road type from the road information, and determine the road height and / or slope angle corresponding to the road type; Sub-step 1022 compares the road surface height with the dynamic chassis height, and compares the ramp angle with the chassis passability constraint parameters; the chassis passability constraint parameters include at least the approach angle, departure angle, and longitudinal clearance angle; Sub-step 1023: If the road surface height is greater than or equal to the dynamic chassis height, or the ramp angle is greater than or equal to at least one of the approach angle, departure angle, and longitudinal clearance angle, then the vehicle chassis passability result on the road ahead is determined to be non-passable. Sub-step 1024, otherwise the vehicle chassis's passability on the road ahead is uncertain and it can pass.

[0036] In this embodiment, the vehicle controller determines the vehicle chassis's passability on the road ahead based on the acquired chassis parameters and road surface information. The passability result reflects the vehicle's ability to pass under current chassis height and road surface conditions, and whether there is a risk of scraping. Specifically, road surface elevation data corresponding to the road surface type is extracted from the road surface information, and the road surface height and slope angle are determined. According to the road surface type, the road surface height or slope angle is compared with the actual state of the vehicle to determine the vehicle chassis's passability on the road ahead. Road surface height refers to the vertical height of the road surface relative to the vehicle's driving plane, and slope angle refers to the angle of inclination of the road surface relative to the horizontal plane. Road surface elevation data can be obtained by collecting road conditions corresponding to the road surface type using the vehicle's LiDAR, ultrasonic sensors, and camera-identified road surface type. Through multi-sensor fusion, road surface information is accurately collected, and the vehicle's passability under different road surface conditions is more effectively evaluated. This embodiment will not elaborate on these details.

[0037] In this embodiment, the road surface height is compared with the dynamic chassis height according to the road surface type, and the ramp angle is compared with the chassis passability constraint parameters. The chassis passability constraint parameters involved in the comparison include at least the approach angle, departure angle, and longitudinal clearance angle. Specifically, if the road surface is not sloping, the road surface height is compared with the vehicle's dynamic chassis height based on the collected road surface height; if the road surface is sloping, the ramp angle is compared with the chassis passability constraint parameters. It should be noted that the dynamic chassis height refers to the chassis height of the vehicle under the current load and attitude. The chassis passability constraint parameters are the vehicle chassis's passability limitations in different directions, used to evaluate the vehicle's passability under complex road conditions. The chassis passability constraint parameters include at least the approach angle, departure angle, and longitudinal clearance angle. (Refer to...) Figure 2This diagram illustrates the position of chassis parameters in a vehicle chassis anti-scratching method provided in this application embodiment. The approach angle is the maximum tilt angle between the front chassis of the vehicle and the road surface, used to evaluate the vehicle's passability when going uphill; the departure angle is the maximum tilt angle between the rear chassis of the vehicle and the road surface, used to evaluate the vehicle's passability when going downhill; and the longitudinal clearance angle is the maximum tilt angle of the vehicle chassis in the longitudinal direction, used to evaluate the vehicle's passability when passing over undulating roads.

[0038] In this implementation, if the road surface height is greater than or equal to the dynamic chassis height, or the ramp angle is greater than or equal to at least one of the approach angle, departure angle, and longitudinal clearance angle, the vehicle chassis's passability on the road ahead is determined to be non-passable; otherwise, the vehicle chassis's passability on the road ahead is uncertain and passable. For example, if the road surface height is 30cm and the dynamic chassis height is 28cm, then the road surface height is greater than the dynamic chassis height, and the vehicle chassis's passability on the road ahead is determined to be non-passable. If the ramp angle is 25° and the vehicle's approach angle is 20°, then the ramp angle is greater than the approach angle, and the vehicle chassis's passability on the road ahead is determined to be non-passable. By comparing the road surface height and ramp angle with the chassis parameters, the vehicle's passability on different road surfaces and in different directions is comprehensively assessed, the risk of collision is identified in a timely manner, and the vehicle is prevented from continuing to drive when its passability is insufficient.

[0039] In this embodiment, if the road surface height is less than the dynamic chassis height, or if the slope angle is less than all items in the chassis passability constraint parameters below the slope surface, further analysis of other factors such as vehicle speed is needed to determine the final passability result. In this case, the vehicle chassis's passability result on the road ahead is considered uncertain and passable. It should be noted that an uncertain passability result indicates that further analysis is needed to determine the final passability result. A comprehensive and accurate assessment of the vehicle's passability, taking into account multiple factors, is crucial to ensure the accuracy of the decision.

[0040] This application's embodiments identify chassis scraping risks in a timely manner by comparing road surface height, slope angle, and chassis parameters. By comprehensively considering road surface height, slope angle, and chassis passability constraints, the vehicle's passability in different road scenarios is fully evaluated, providing a reliable basis for subsequent anti-scratching strategies.

[0041] In some embodiments of this application, step 103, based on the passability results, calculates the safe vehicle speed for the road type according to chassis parameters and road surface information, which may specifically include: Sub-step 1031: If the vehicle chassis's passability result on the road ahead is uncertain and passable, extract the road surface type from the road surface information; the road surface type includes sloping road surface and non-sloping road surface. Sub-step 1032: Based on the road surface height, dynamic chassis height, and chassis passability constraint parameters, calculate the safe speeds of the vehicle's two front wheels and two rear wheels when passing through the road surface ahead, and obtain the safe speeds on non-sloping road surfaces. Sub-step 1033: Based on the slope angle and chassis passability constraint parameters, calculate the safe vehicle speeds for entering uphill, passing the top of the slope uphill, passing the top of the slope downhill, and exiting downhill, respectively, to obtain the safe vehicle speeds on the slope surface.

[0042] In this embodiment, after obtaining the preliminary passability results, in order to accurately and effectively prevent the vehicle chassis from scraping, the vehicle controller calculates the safe speed for the road type based on the passability results, chassis parameters, and road information. The safe speed refers to the maximum speed at which the vehicle can safely pass through the road surface without scraping. In this embodiment, different calculation methods are used to determine the safe speed depending on the road type.

[0043] In practice, if the vehicle chassis's passability on the road ahead is uncertain, the road type is extracted from the road information. Road types include sloping roads and non-sloping roads. In other words, when the passability result is uncertain, it is necessary to further extract the road type from the road information and calculate the appropriate safe speed according to the road type. There are two types of road types: sloping roads and non-sloping roads. The road type is extracted from the pre-collected and identified road information. Sloping roads refer to roads with slope changes, such as uphill and downhill, while non-sloping roads refer to flat or slightly undulating roads, such as flat ground and speed bumps. By distinguishing between sloping and non-sloping roads, different calculation methods are used for different road types to adapt to different road conditions and ensure the accuracy of the safe speed.

[0044] Reference Figure 3 , Figure 3This is one of the scenario diagrams of a vehicle chassis anti-scratching method provided in the embodiments of this application. The safe speed on non-sloping roads mainly considers the vehicle's passability on flat or slightly undulating roads. Based on the road surface height, dynamic chassis height, and chassis passability constraint parameters, the safe speeds of the vehicle's two front wheels and two rear wheels passing through the road surface ahead are calculated to obtain the safe speed on non-sloping roads. For non-sloping roads, based on the road surface height, dynamic chassis height, and chassis passability constraint parameters, the safe speeds of the vehicle's two front wheels and two rear wheels passing through the road surface ahead are calculated respectively. The chassis passability constraint parameters required for calculating the safe speed on non-sloping roads include tire rolling radius, comprehensive safety factor, front suspension single wheel stiffness, front single wheel equivalent sprung mass, rear suspension single wheel stiffness, and rear single wheel equivalent sprung mass. The safe speed for both front wheels is calculated based on the relative height of the front wheels to the road surface, combined with the vehicle's suspension characteristics. The safe speed for both rear wheels is calculated based on the relative height of the rear wheels to the road surface, combined with the vehicle's suspension characteristics. The smaller of the two safe speeds is taken as the safe speed for non-sloping roads. By calculating the safe speeds for both front and rear wheels separately, the vehicle's passability on non-sloping roads is accurately assessed. The calculation of the safe speed for non-sloping roads takes into account the relative height of the vehicle chassis to the road surface, ensuring that the vehicle will not scrape when passing through flat or gently undulating roads.

[0045] In practice, the safe speeds for the vehicle's two front wheels and two rear wheels to pass over the road surface ahead are calculated based on the road surface height, dynamic chassis height, and chassis passability constraint parameters. The safe speeds for the two front wheels and two rear wheels are calculated using the following formulas:

[0046]

[0047] Where H is the vertical distance from the lowest point in the middle of the chassis to the ground. Road surface height, Let be the tire rolling radius (m). To consider the overall safety factor, For the stiffness of a single front suspension wheel, The equivalent sprung mass of the front single wheel, For the single-wheel stiffness of the rear suspension, The equivalent sprung mass of a single rear wheel.

[0048] Reference Figure 5 , Figure 5This is a second scenario illustration of a vehicle chassis anti-scratching method provided in this application embodiment. In this embodiment, for sloping road surfaces, the safe vehicle speed on sloping road surfaces needs to consider the vehicle's passability under different slope conditions. Therefore, it is necessary to calculate the safe vehicle speed for four stages: entering uphill, passing the crest of the slope, passing the crest of the slope, and exiting downhill. Specifically, based on the slope angle and chassis passability constraint parameters, the safe vehicle speed for entering uphill, passing the crest of the slope, passing the crest of the slope, and exiting downhill is calculated respectively, thus obtaining the safe vehicle speed on the sloping road surface. The chassis required for calculating the safe vehicle speed on the sloping road surface... The passability constraint parameters include wheelbase, front overhang length, rear overhang length, approach angle, departure angle, longitudinal clearance angle, tire rolling radius, comprehensive safety factor, front suspension single-wheel stiffness, front single-wheel equivalent sprung mass, rear suspension single-wheel stiffness, and rear single-wheel equivalent sprung mass. Based on the slope angle and chassis passability constraint parameters, the safe speed of the vehicle under different slope conditions is calculated. This provides a more accurate safe speed calculation for the special characteristics of sloped roads, adapting to the needs of complex road conditions. The safe speed calculation for sloped roads considers the vehicle's passability under different slope conditions, ensuring that the vehicle will not scrape when passing over slopes.

[0049] In practice, when the absolute value of the slope angle θ is less than one of α, β, or γ, a vehicle speed safety calculation is performed. Entering an uphill slope results in front bumper scraping, impact response of the front suspension, and a decrease in chassis height. Passing the crest of the uphill slope results in chassis bottoming out between the axles, impact response of the rear suspension, and a decrease in chassis height. Passing the crest of a downhill slope results in chassis bottoming out between the axles, impact response of the front suspension, and a decrease in chassis height, representing the most dangerous scenario. Exiting a downhill slope results in bumper scraping, impact response of the rear suspension, and a decrease in chassis height. The safe vehicle speeds for entering an uphill slope, passing the crest of an uphill slope, passing the crest of a downhill slope, and exiting a downhill slope are calculated using the following formulas:

[0050]

[0051]

[0052]

[0053] Where θ is the ramp angle, α is the approach angle (rad), which is the angle formed by the lowest point of the front bumper and the tangent of the front wheel, β is the departure angle (rad), which is the angle formed by the lowest point of the rear bumper and the tangent of the rear wheel, and γ is the longitudinal passing angle (rad), which is the angle between the lowest point in the middle of the chassis and the tangent of the front and rear wheel contact points. Wheelbase (m), which is the horizontal distance between the centers of the front and rear wheels. The front overhang length is the horizontal distance (m) from the front wheel to the lowest point of the front bumper. Rear overhang length, the horizontal distance (m) from the rear wheel to the lowest point of the rear bumper. To consider the overall safety factor, For the stiffness of a single front suspension wheel, The equivalent sprung mass of the front single wheel, For the single-wheel stiffness of the rear suspension, The equivalent sprung mass of the rear single wheel.

[0054] This application embodiment distinguishes between road surface types and calculates safe vehicle speeds for non-slope and slope roads respectively. The calculation of safe vehicle speed takes into account road surface height, slope angle, and chassis passability constraint parameters, accurately assesses the vehicle's passability under different road surface types, and ensures that the vehicle will not scrape when passing through different road surfaces, providing a reliable basis for subsequent anti-scratching strategies.

[0055] In some embodiments of this application, step 104, when the current vehicle speed is greater than the safe vehicle speed, controls the vehicle to execute a preset anti-scratching strategy, which may specifically include: Warning prompts include at least one of the following: light warnings, voice prompts, and head-up displays; Active chassis control includes controlling the vehicle's active suspension to adjust the dynamic chassis height to a preset safe height; Speed ​​adjustment includes adjusting the current speed to be less than or equal to the safe speed, based on the safe speed.

[0056] In this embodiment of the application, when the current vehicle speed is detected to be greater than the safe vehicle speed, a preset anti-scratching strategy is triggered. The anti-scratching strategy includes at least one of the following: early warning prompts, active control of the vehicle chassis, and speed adjustment. Multiple means are used to ensure that the vehicle safely passes through the road ahead and avoids the risk of scraping.

[0057] In this embodiment, the warning signal is a warning signal issued to the driver or passengers when a risk of collision is detected. The warning signal can be implemented in various ways, including light warnings, voice prompts, and head-up displays (HUDs). Specifically, light warnings can be implemented by flashing ambient lighting to alert the driver to the risk of collision, or by displaying red or yellow warning lights on the dashboard to alert the driver to road conditions ahead. Voice prompts can be issued through the vehicle's voice system, such as "There is a risk of collision ahead, please slow down" or "Insufficient ground clearance, please proceed with caution." The head-up display shows the specific location of the dangerous road surface, such as "The road height is abnormal 50 meters ahead," and the current safe speed can also be displayed on the HUD.

[0058] This embodiment uses multiple warning prompts to cover the driver's visual and auditory perception. When a risk of collision is detected, the driver is immediately alerted. Through intuitive warning prompts, the driver can quickly understand the current risk situation and take corresponding measures to avoid collision accidents caused by untimely reaction.

[0059] In this embodiment, active chassis control refers to dynamically adjusting the dynamic chassis height by controlling the vehicle's active suspension system when a risk of scraping is detected, so as to achieve a preset safe height and thus improve the vehicle's passability. Specifically, the vehicle's active suspension system can adjust the compression or extension of the suspension in real time to adjust the dynamic chassis height to the preset safe height. The preset safe height is a threshold value pre-set based on road surface height and chassis passability constraints to ensure that the vehicle does not scrape when traversing dangerous road surfaces. For example, increasing the chassis height when going uphill prevents the front chassis from contacting the road surface, increasing the chassis height when going downhill prevents the rear chassis from contacting the road surface, and dynamically adjusting the chassis height based on road elevation data when passing speed bumps or potholes to ensure smooth passage. By actively adjusting the chassis height, measures are taken immediately when a risk of scraping is detected to avoid passive scraping. The dynamic chassis height adjustment can adapt to different road conditions, ensuring the vehicle's passability in complex road conditions and effectively preventing the vehicle chassis from contacting the road surface, thus reducing the risk of scraping.

[0060] In this embodiment, speed adjustment refers to adjusting the current vehicle speed to less than or equal to the safe speed when the current speed is detected to be greater than the safe speed, by controlling the vehicle's braking system or power system. This ensures that the vehicle passes through the road ahead at a safe speed. The safe speed is the calculated safe speed under the current road surface type, which will not be elaborated here. By controlling the vehicle's braking system, the current speed is reduced to below the safe speed, or by limiting the engine output power or adjusting the gearbox gear, the vehicle speed is controlled within the safe speed range. Adjusting the speed to below the safe speed ensures that the vehicle passes through dangerous road surfaces at a safe speed, avoiding the risk of collisions caused by excessive speed.

[0061] This application embodiment employs various anti-scratch strategies, including early warning prompts, active chassis control, and vehicle speed adjustment, to cover different risk scenarios, adapt to complex road conditions, comprehensively address scratch risks, proactively take measures when risks are detected to avoid passive scratches, improve the vehicle's active safety performance, ensure the vehicle's safe passage through the road ahead, and enhance the vehicle's safety and intelligence level.

[0062] In some embodiments of this application, step 101, obtaining the vehicle's chassis parameters and current speed, may specifically include: Sub-step 1011: Obtain the vehicle's current speed; Sub-step 1012: Obtain the initial chassis height, current load, and pre-set chassis passability constraint parameters of the vehicle when unloaded; Sub-step 1013: Determine the chassis height reduction amount based on the current load, and obtain the dynamic chassis height of the vehicle based on the initial chassis height and the chassis height reduction amount.

[0063] In this embodiment, to effectively prevent collisions based on vehicle speed and road conditions, it is necessary to obtain the vehicle's chassis parameters and current speed. The chassis parameters include dynamic chassis height and chassis passability constraint parameters, reflecting the vehicle's ability to pass under different loads and attitudes. The chassis passability constraint parameters are the basis for calculating the dynamic chassis height and evaluating vehicle passability. Current vehicle speed is one of the important factors in evaluating vehicle passability and can be obtained in real time through the vehicle's speed sensor or CAN bus. The chassis passability constraint parameters are usually pre-set based on vehicle specifications and include wheelbase, front overhang length, rear overhang length, approach angle, departure angle, longitudinal clearance angle, tire rolling radius, comprehensive safety factor, front suspension single-wheel stiffness, front single-wheel equivalent sprung mass, rear suspension single-wheel stiffness, and rear single-wheel equivalent sprung mass, as detailed in Table 1 below. Table 1: Chassis Passability Constraint Parameters

[0064] It should be noted that, in this embodiment, the calculation formulas for the approach angle α, departure angle β, and longitudinal clearance angle γ are as follows:

[0065]

[0066]

[0067]

[0068] Where α is the approach angle (rad), which is the angle formed by the lowest point of the front bumper and the tangent of the front wheel. This is the vertical distance from the lowest point of the front bumper to the ground. Let k be the amount of reduction in chassis height when the vehicle's load is increased, and k be the total stiffness of the suspension system. This represents the change in load. β is the acceleration due to gravity; β is the departure angle (rad), which is the angle between the lowest point of the rear bumper and the tangent of the rear wheel; γ is the longitudinal clearance angle (rad), which is the angle between the lowest point in the middle of the chassis and the tangents of the front and rear wheel contact points. Wheelbase (m), which is the horizontal distance between the centers of the front and rear wheels. The front overhang length is the horizontal distance (m) from the front wheel to the lowest point of the front bumper. Rear overhang length, the horizontal distance (m) from the rear wheel to the lowest point of the rear bumper. H is the vertical distance from the lowest point of the rear bumper to the ground, and H is the chassis height when unloaded.

[0069] In this embodiment, the initial chassis height when the vehicle is unloaded, the current load, and pre-set chassis passability constraint parameters are obtained. The chassis height reduction is then determined based on the current load, and the dynamic chassis height is obtained based on the initial chassis height and the reduction. Specifically, the initial chassis height of the vehicle in an unloaded state is obtained through a vehicle height sensor. The current load of the vehicle is calculated using the vehicle height sensor and the compression of the suspension system. The chassis height reduction is determined based on the current load, and combined with the initial chassis height, the dynamic chassis height is calculated. The dynamic chassis height reflects the actual chassis height of the vehicle under the current load and is a key parameter for evaluating vehicle passability.

[0070] This application embodiment comprehensively and in real time acquires the vehicle's chassis parameters and current speed, providing reliable data support for subsequent passability analysis and accurately calculating the dynamic chassis height in order to accurately assess the vehicle's passability under the current load.

[0071] In some embodiments of this application, step 101, identifying road surface information of the road ahead, may specifically include: Sub-step 1014: Use lidar to collect point cloud data of the road ahead, and use ultrasonic sensors to detect reflection information of the road ahead. Sub-step 1015: Based on the point cloud data and reflection information, identify the road surface elevation data of the road ahead; Sub-step 1016: Use a camera to collect image data of the road ahead, identify the image data, and obtain the road surface type of the road ahead.

[0072] In this embodiment, road surface information is collected using various sensors such as LiDAR, ultrasonic sensors, and cameras. Road surface information is a key input for assessing vehicle passability, and includes road surface type and corresponding elevation data. Specifically, LiDAR is used to collect point cloud data of the road ahead, and ultrasonic sensors are used to detect reflection information from the road ahead. LiDAR generates high-precision point cloud data, while ultrasonic sensors detect reflection information from the road ahead to supplement the LiDAR data. The LiDAR emits a laser beam forward of the vehicle and receives the reflected laser signal to generate point cloud data of the road ahead. This point cloud data provides elevation information and three-dimensional position information of obstacles. The ultrasonic sensors emit ultrasonic waves forward of the vehicle and receive the reflected ultrasonic signals to calculate the distance and reflection intensity of the road ahead. The ultrasonic sensors provide near-range reflection information of the road ahead, supplementing the LiDAR data. The ultrasonic sensors can also detect low-lying obstacles or minor changes in road surface elevation.

[0073] It should be noted that the point cloud data of the LiDAR can provide high-precision elevation information of the road ahead, ensuring the accuracy of the road surface elevation data. The data from the ultrasonic sensor can supplement the short-range information of the LiDAR. Through the collaborative work of the LiDAR and the ultrasonic sensor, the elevation information of the road ahead can be collected comprehensively and accurately. In this embodiment, the road surface elevation data of the road ahead is identified and calculated based on the point cloud data of the LiDAR and the reflection information of the ultrasonic sensor. The road surface elevation data is an important parameter for evaluating vehicle passability. The elevation information of the road ahead is extracted from the point cloud data of the LiDAR, and the change in road surface elevation is calculated. Based on the reflection information of the ultrasonic sensor, the distance and elevation change of the road ahead are calculated. Based on the reflection information of the ultrasonic sensor and the point cloud data of the LiDAR, the road surface elevation data of the road ahead is identified. For example, the road surface height is 15cm 50 meters ahead. The elevation change of the road ahead is identified to cope with complex road conditions such as slopes, potholes, and speed bumps.

[0074] In this embodiment, a camera is used to collect image data of the road ahead, and the image data is identified to determine the road surface type. Specifically, the camera collects image data of the road ahead, and an image recognition algorithm such as a convolutional neural network (CN) is used to process the image data to identify the road surface type. Sloping roads, flat roads, speed bumps, potholes, etc., are distinguished as sloping roads and non-sloping roads. Through the image data collected by the camera, the road surface type of the road ahead is automatically and intuitively identified, improving the system's ability to perceive the road ahead.

[0075] This application embodiment utilizes the collaborative work of multiple sensors, including LiDAR, ultrasonic sensors, and cameras, to comprehensively collect road surface information ahead, ensuring the accuracy and comprehensiveness of the data. It accurately identifies the road surface elevation data and road surface type ahead, providing reliable data support for subsequent passability analysis.

[0076] In some embodiments of this application, after determining the vehicle chassis's passability on the road ahead based on chassis parameters and road surface information in step 102, the method may further include: If the vehicle chassis determines that it cannot pass through the road ahead, the vehicle will execute a preset anti-scratching strategy.

[0077] In this embodiment, if the road surface height is greater than or equal to the dynamic chassis height, or the slope angle is greater than or equal to at least one of the approach angle, departure angle, and longitudinal clearance angle, the vehicle chassis's passability on the road ahead is determined to be non-passable, indicating that a chassis scrape accident will definitely occur when passing the road ahead. Therefore, if the vehicle chassis's passability on the road ahead is determined to be non-passable, the vehicle can be directly controlled to execute a preset anti-scratching strategy. The anti-scratching strategy includes at least one of the following: warning prompts, active chassis control, and speed adjustment. Through various warning and intervention anti-scratching strategies such as warning prompts, active chassis control, and speed adjustment, different risk scenarios are covered, complex road conditions are adapted to, and scrape risks are comprehensively addressed.

[0078] To facilitate understanding by those skilled in the art of the vehicle chassis anti-scratching method provided in the embodiments of this application, refer to... Figure 4This document illustrates one of the flowcharts for a vehicle chassis anti-scratching method provided in this application embodiment. Specifically, it takes the appearance of a foreign object of a certain height on a non-sloping road surface as an example. The non-sloping road surface mainly considers the vehicle's passability on flat or slightly undulating road surfaces. When a foreign object such as an obstacle, protrusion, or speed bump is detected on the road ahead, the relationship between the chassis height and the height of the foreign object is determined. If the height of the foreign object is greater than or equal to the chassis height, it indicates that the vehicle chassis will definitely not be able to pass the road ahead. In this case, the vehicle is directly controlled to execute a preset anti-scratching strategy. The anti-scratching strategy includes at least one of the following: warning prompts, active control of the vehicle chassis, and speed adjustment. These include light warnings, voice prompts, actively raising the suspension height, HUD display information, and adjusting the current vehicle speed. If the height of the foreign object is less than the chassis height, it is necessary to further determine whether it is safe to pass based on the safe speed according to the road conditions. Therefore, the safe speed under the current road conditions is calculated, and the relationship between the current speed and the safe speed is judged. If the current speed is greater than the safe speed, it indicates that there is a risk of the vehicle chassis scraping the road ahead. It is necessary to control the vehicle to implement the preset anti-scratching strategy. Through various warning and intervention anti-scratching strategies such as warning prompts, active chassis control, and speed adjustment, the risk of scraping is comprehensively addressed. When a risk is detected, proactive measures are taken to ensure that the vehicle safely passes the road ahead and effectively avoids scraping accidents of the vehicle chassis.

[0079] Reference Figure 6 The second flowchart of a vehicle chassis anti-scratching method provided in this application embodiment is shown. Specifically, taking a sloping road surface as an example, the sloping road surface needs to consider the vehicle's passability under different slope conditions. The relationship between the slope angle and the approach angle, departure angle and longitudinal passing angle in the vehicle chassis passability constraint parameters is determined. If the slope angle is greater than or equal to at least one of the approach angle, departure angle and longitudinal passing angle, it indicates that the vehicle chassis will definitely not be able to pass the sloping road surface in front, and the vehicle is directly controlled to execute the preset anti-scratching strategy. If the slope angle is less than one of the approach angle, departure angle, or longitudinal clearance angle, it indicates that a safe speed must be determined based on the road conditions to determine whether it is safe to pass. Therefore, it is necessary to calculate the safe speed for the vehicle in four stages: entering uphill, passing the crest of the uphill slope, passing the crest of the downhill slope, and exiting downhill. The relationship between the current speed and the safe speed should be analyzed in each stage. If the current speed is greater than the safe speed, it indicates that there is a risk of the vehicle chassis scraping the road ahead. It is necessary to control the vehicle to implement the preset anti-scratching strategy to ensure the vehicle safely passes the road ahead and effectively avoid scraping accidents to the vehicle chassis.

[0080] Reference Figure 7 The diagram shows a structural schematic of a vehicle chassis anti-scratch device according to an embodiment of this application. The device includes: The information acquisition module 201 is used to acquire the vehicle's chassis parameters and current speed, as well as to identify the road surface information ahead; wherein, the chassis parameters include dynamic chassis height and chassis passability constraint parameters, and the road surface information includes road surface elevation data and road surface type; The determining module 202 is used to determine the passability result of the vehicle chassis on the road ahead based on the chassis parameters and the road surface information; The safe speed module 203 is used to calculate the safe speed for the road surface type based on the passability results, the chassis parameters, and the road surface information. The control module 204 is used to control the vehicle to execute a preset anti-scratching strategy when the current vehicle speed is greater than the safe vehicle speed. The anti-scratching strategy includes at least one of the following: early warning prompt, active control of the vehicle chassis, and speed adjustment.

[0081] Optionally, the determining module 202 includes: The first determining submodule is used to extract road elevation data corresponding to the road type from the road information and determine the road height and / or slope angle corresponding to the road type. The comparison submodule is used to compare the road surface height with the dynamic chassis height, and to compare the ramp angle with the chassis passability constraint parameters; the chassis passability constraint parameters include at least the approach angle, departure angle, and longitudinal clearance angle. The second determining submodule is used to determine that the vehicle chassis will not pass the road ahead if the road surface height is greater than or equal to the dynamic chassis height, or the ramp angle is greater than or equal to at least one of the approach angle, departure angle and longitudinal clearance angle. The third determining submodule is used to determine whether the vehicle chassis's passability on the road ahead is uncertain and passable.

[0082] Optionally, the safe speed module 203 includes: The first extraction submodule is used to extract the road surface type from the road surface information if the vehicle chassis's passability result on the road ahead is uncertain and it is passable; the road surface type includes sloping road surface and non-sloping road surface. The first calculation submodule is used to calculate the safe speed of the vehicle's two front wheels and two rear wheels passing through the road surface ahead based on the road surface height, dynamic chassis height and chassis passability constraint parameters, so as to obtain the safe speed of the vehicle on non-sloping road surfaces. The second calculation submodule is used to calculate the safe vehicle speeds for entering uphill, passing the top of the slope, passing the top of the slope, and exiting downhill, respectively, based on the slope angle and chassis passability constraint parameters, so as to obtain the safe vehicle speeds on the slope surface.

[0083] Optionally, the control module 204 includes: The warning prompts include at least one of light warnings, voice prompts, and head-up displays; The active control of the vehicle chassis includes controlling the active suspension of the vehicle to adjust the dynamic chassis height to a preset safe height; The vehicle speed adjustment includes adjusting the current vehicle speed to be less than or equal to the safe vehicle speed based on the safe vehicle speed.

[0084] Optionally, the information acquisition module 201 includes: The first acquisition submodule is used to acquire the vehicle's current speed; The second acquisition submodule is used to acquire the initial chassis height, current load, and pre-set chassis passability constraint parameters of the vehicle when it is unloaded. The fourth determining submodule is used to determine the chassis height reduction amount based on the current load amount, and to obtain the dynamic chassis height of the vehicle based on the initial chassis height and the chassis height reduction amount.

[0085] Optionally, the information acquisition module 201 includes: The acquisition submodule is used to acquire point cloud data of the road ahead using lidar, and to detect reflection information of the road ahead using ultrasonic sensors. The first identification submodule is used to identify the road surface elevation data of the road ahead based on the point cloud data and the reflection information; The second recognition submodule is used to collect image data of the road ahead using a camera, and to recognize the road surface type of the road ahead.

[0086] Optionally, the device further includes: The second control module is used to control the vehicle to execute a preset anti-scratching strategy if the vehicle chassis's passability result on the road ahead is determined to be impassable.

[0087] The vehicle chassis anti-scratching device provided in this application embodiment can realize all the processes of the vehicle chassis anti-scratching method in the above embodiments of this application. To avoid repetition, it will not be described again here.

[0088] The vehicle chassis anti-scratching device provided in this application acquires the vehicle's chassis parameters and current speed, and identifies the road surface information ahead. The chassis parameters include dynamic chassis height and chassis passability constraint parameters, and the road surface information includes road surface type and corresponding road surface elevation data. Based on the chassis parameters and road surface information, the passability result of the vehicle chassis on the road ahead is determined. Based on the passability result, a safe speed under the road surface type is calculated according to the chassis parameters and road surface information. When the current speed is greater than the safe speed, the vehicle is controlled to execute a preset anti-scratching strategy. The anti-scratching strategy includes at least one of warning prompts, active control of the vehicle chassis, and speed adjustment, thereby achieving vehicle chassis anti-scratching. This application embodiment utilizes real-time chassis parameters, current vehicle speed, and road surface information ahead to accurately identify the road conditions ahead and the vehicle's current state. By comprehensively considering road surface and chassis constraints, it timely and accurately assesses the vehicle chassis's passability in different road surface scenarios. Combined with the safe speed for vehicles to safely pass through the road surface under various road types, it proactively adopts multiple warning and intervention anti-scratching strategies when a scrape risk is detected. This comprehensively addresses the risk of chassis scrape, helps ensure the vehicle's safe passage through the road ahead, effectively avoids scrape accidents involving the vehicle chassis, and further improves the vehicle's active safety performance.

[0089] Reference Figure 8 This application also provides an electronic device, such as... Figure 8 As shown, it includes a processor 301, a communication interface 302, a memory 303, and a communication bus 304, wherein the processor 301, the communication interface 302, and the memory 303 communicate with each other through the communication bus 304. Processor 301, memory 303 for storing processor-executable instructions; The processor 301 is configured to execute the instructions to implement the vehicle chassis anti-scratching method as described below: The system acquires the vehicle's chassis parameters and current speed, and identifies the road surface information ahead; wherein the chassis parameters include dynamic chassis height and chassis passability constraint parameters, and the road surface information includes road surface type and road surface elevation data corresponding to the road surface type; Based on the chassis parameters and the road surface information, determine the vehicle chassis's passability on the road ahead; Based on the passability results, the safe vehicle speed for the road surface type is calculated according to the chassis parameters and the road surface information. When the current vehicle speed is greater than the safe vehicle speed, the vehicle is controlled to execute a preset anti-scratching strategy, which includes at least one of the following: early warning prompts, active control of the vehicle chassis, and speed adjustment.

[0090] The communication bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not mean that there is only one bus or one type of bus.

[0091] The communication interface is used for communication between the aforementioned terminal and other devices.

[0092] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0093] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0094] In another embodiment provided in this application, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the vehicle chassis anti-scratching method described in any of the above embodiments.

[0095] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid state disk (SSD)).

[0096] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0097] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0098] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the scope of protection of this application.

Claims

1. A method of preventing scratching of a vehicle chassis, characterized by, The method includes: The system acquires the vehicle's chassis parameters and current speed, and identifies the road surface information ahead; wherein the chassis parameters include dynamic chassis height and chassis passability constraint parameters, and the road surface information includes road surface type and road surface elevation data corresponding to the road surface type; Based on the chassis parameters and the road surface information, determine the vehicle chassis's passability on the road ahead; Based on the passability results, the safe vehicle speed for the road surface type is calculated according to the chassis parameters and the road surface information. When the current vehicle speed is greater than the safe vehicle speed, the vehicle is controlled to execute a preset anti-scratching strategy, which includes at least one of the following: early warning prompts, active control of the vehicle chassis, and speed adjustment.

2. The method of claim 1, wherein, The step of determining the vehicle chassis's passability on the road ahead based on the chassis parameters and the road surface information includes: Extract the road elevation data corresponding to the road type from the road information, and determine the road height and / or slope angle corresponding to the road type; The road surface height is compared with the dynamic chassis height, and the ramp angle is compared with the chassis passability constraint parameters; the chassis passability constraint parameters include at least the approach angle, departure angle, and longitudinal clearance angle. If the road surface height is greater than or equal to the dynamic chassis height, or the ramp angle is greater than or equal to at least one of the approach angle, departure angle, and longitudinal clearance angle, then the vehicle chassis's passability on the road ahead is determined to be non-passable. Otherwise, the vehicle chassis's passability on the road ahead is uncertain and it can pass.

3. The method of claim 2, wherein, The step of calculating the safe vehicle speed for the road surface type based on the passability results, chassis parameters, and road surface information includes: If the vehicle chassis's passability on the road ahead is uncertain, the road type is extracted from the road surface information; the road surface type includes sloping road surfaces and non-sloping road surfaces. Based on the road surface height, dynamic chassis height, and chassis passability constraint parameters, the safe vehicle speeds for the two front wheels and two rear wheels to pass through the road surface ahead are calculated respectively, thus obtaining the safe vehicle speeds for non-sloping road surfaces. Based on the slope angle and chassis passability constraint parameters, the safe vehicle speeds for entering uphill, passing the top of the slope uphill, passing the top of the slope downhill, and exiting downhill are calculated respectively, thus obtaining the safe vehicle speeds on the slope surface.

4. The method according to claim 1, characterized in that, When the current vehicle speed is greater than the safe vehicle speed, controlling the vehicle to execute a preset anti-scratching strategy includes: The warning prompts include at least one of light warnings, voice prompts, and head-up displays; The active control of the vehicle chassis includes controlling the active suspension of the vehicle to adjust the dynamic chassis height to a preset safe height; The vehicle speed adjustment includes adjusting the current vehicle speed to be less than or equal to the safe vehicle speed based on the safe vehicle speed.

5. The method according to claim 1, characterized in that, The acquisition of the vehicle's chassis parameters and current speed includes: Get the vehicle's current speed; Obtain the vehicle's initial chassis height when unloaded, current load, and pre-set chassis passability constraint parameters; The chassis height reduction is determined based on the current load, and the dynamic chassis height of the vehicle is obtained based on the initial chassis height and the chassis height reduction.

6. The method according to claim 1, characterized in that, The identification of road surface information ahead includes: The system uses lidar to collect point cloud data of the road ahead, and ultrasonic sensors to detect reflection information of the road ahead. Based on the point cloud data and the reflection information, the road surface elevation data of the road ahead is identified; The system uses a camera to capture image data of the road ahead, and identifies the road surface type of the road ahead by analyzing the image data.

7. The method according to any one of claims 1 to 6, characterized in that, After determining the vehicle chassis's passability on the road ahead based on the chassis parameters and road surface information, the method further includes: If the vehicle chassis determines that it cannot pass through the road ahead, the vehicle will execute a preset anti-scratching strategy.

8. A vehicle chassis anti-scratch device, characterized in that, The device includes: The information acquisition module is used to acquire the vehicle's chassis parameters and current speed, as well as to identify the road surface information ahead; wherein, the chassis parameters include dynamic chassis height and chassis passability constraint parameters, and the road surface information includes road surface elevation data and road surface type; The determination module is used to determine the passability result of the vehicle chassis on the road ahead based on the chassis parameters and the road surface information; The safe speed module is used to calculate the safe speed for the road surface type based on the passability results, the chassis parameters, and the road surface information. The control module is used to control the vehicle to execute a preset anti-scratching strategy when the current vehicle speed is greater than the safe vehicle speed. The anti-scratching strategy includes at least one of the following: early warning prompts, active control of the vehicle chassis, and speed adjustment.

9. An electronic device, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to execute the instructions to implement the vehicle chassis anti-scratching method as described in any one of claims 1 to 7.

10. A readable storage medium, characterized in that, A computer program is stored on the readable storage medium, which, when executed by a processor, implements the vehicle chassis anti-scratching method as described in any one of claims 1 to 7.

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