Obstacle detection method, in-vehicle device, and vehicle

Abstract

The application provides an obstacle detection method, a vehicle-mounted device and a vehicle. The method comprises the following steps: controlling a vehicle-mounted radar to alternately perform a first type of detection and a second type of detection in a time division multiplexing manner, wherein the first type of detection and the second type of detection are respectively used for detecting the height of an obstacle around the vehicle, and the height of the obstacle comprises a positive value and a negative value; when the second type of detection is performed, switching the working parameter of the vehicle-mounted radar from a first parameter set used in the first type of detection to a second parameter set optimized for a ground echo, and performing ground echo detection by using the second parameter set; and judging whether the height of the obstacle around the vehicle is a negative value according to a received echo signal of the second type of detection, and outputting a detection result. The method provided by the application provides more comprehensive environmental perception capability for automatic parking and low-speed driving of the vehicle.

Description

Technical Field

[0001] This application relates to the field of automatic parking technology, and in particular to an obstacle detection method, an on-board device, and a vehicle. Background Technology

[0002] With the popularization of intelligent driving and automatic parking technologies, vehicle-mounted radar (such as ultrasonic radar and millimeter-wave radar) has become a core component for vehicle environmental perception and obstacle detection due to its high reliability, and is widely used in scenarios such as automatic parking assistance and low-speed collision avoidance. Existing vehicle-mounted radar obstacle detection systems typically detect conventional obstacles around the vehicle using fixed operating parameters, mainly identifying positive-height obstacles such as vehicles, walls, pillars, and pedestrians located above the wheel plane. The distance and position of the obstacle are determined by the echo time and intensity to achieve obstacle avoidance control. However, in actual driving scenarios, roads often contain negative-height obstacles such as missing manholes, low-lying drainage ditches, and deep potholes. These obstacles do not have the reflective characteristics of conventional positive-height obstacles, and existing detection modes are insufficient in detecting and perceiving negative-height obstacles, failing to meet the safety detection requirements for negative-height obstacles in automatic parking and low-speed driving scenarios. Summary of the Invention

[0003] This application provides an obstacle detection method, an on-board device, and a vehicle to solve the above-mentioned technical problems.

[0004] An obstacle detection method includes: controlling an onboard radar to alternately perform a first type of detection and a second type of detection in a time-division multiplexing manner, wherein the first type of detection and the second type of detection are respectively used to detect the height of obstacles around the vehicle, and the height of the obstacles includes positive and negative values; when performing the second type of detection, switching the operating parameters of the onboard radar from a first parameter set used by the first type of detection to a second parameter set optimized for ground echoes, and performing ground echo detection with the second parameter set; determining whether the height of the obstacle around the vehicle is negative based on the received echo signal of the second type of detection, and outputting the detection result.

[0005] This solution utilizes a time-sharing multiplexing mechanism, enabling vehicle-mounted radar to alternately perform conventional positive-height obstacle detection and negative-height obstacle detection on the same hardware foundation. This requires no additional sensors or changes to the vehicle's hardware layout and can be implemented directly through software upgrades to existing parking systems, significantly reducing system costs and engineering complexity. Simultaneously, by configuring dedicated ground optimization parameters for the second type of detection, the vehicle-mounted radar shifts from conventional lateral obstacle detection to continuous road surface scanning. This specifically addresses the technical limitations of traditional vehicle-mounted radar systems, which can only detect objects above the wheel plane and cannot identify negative-height obstacles such as potholes, missing manholes, and drainage ditches. It fills the safety blind spots of existing technologies in terms of perception modes, providing more comprehensive environmental perception capabilities for automatic parking and low-speed driving.

[0006] Furthermore, the vehicle-mounted radar is controlled to alternately perform the first type of detection and the second type of detection in a time-division multiplexing manner. Specifically, after performing the first type of detection for N consecutive cycles, the second type of detection for 1 cycle is inserted. The value of N is configured as a positive integer, and the cycle duration of the first type of detection is equal to the cycle duration of the second type of detection.

[0007] This scheme employs a time-division multiplexing structure with fixed-period, regular insertions. This ensures that the first type of conventional detection is not frequently interrupted, maintaining real-time response capabilities to sudden positive-height obstacles such as pedestrians, vehicles, and walls, and preventing the ground-penetrating function from affecting basic obstacle avoidance safety. Simultaneously, the equal-length period design facilitates timing planning, signal synchronization, and data processing by the vehicle controller, reducing algorithm complexity and improving system stability and reliability. This structure achieves continuous ground sampling detection with minimal system overhead, efficiently introducing negative-height obstacle detection capabilities without sacrificing original functionality, balancing functional integrity and system resource utilization.

[0008] Furthermore, the vehicle-mounted radar alternately performs the first type of detection and the second type of detection in a time-division multiplexing manner, including: dynamically adjusting the N value according to the vehicle speed, and reducing the N value to increase the frequency of the second type of detection when the vehicle speed is less than a first vehicle speed threshold.

[0009] In this solution, the proportion of ground-penetration cycles is adjusted adaptively by vehicle speed to ensure a strong match between the detection strategy and the actual driving conditions of the vehicle. During the relatively high-speed cruising phase, a high N-value is maintained to ensure the priority of conventional obstacle detection; during the extremely low-speed parking alignment and close-range maneuvering phases, the N-value is automatically reduced to increase the ground-penetration frequency, enhancing the detection density and recognition accuracy of dangerous areas on the road surface. This adaptive mechanism can dynamically allocate perception resources according to the risk level of the scenario, avoiding the waste of resources caused by ineffective ground-penetration at high speeds while ensuring the safety of the chassis and battery pack under extreme low-speed conditions, enabling the system to achieve an optimal balance between safety and efficiency under different operating conditions.

[0010] Furthermore, the vehicle-mounted radar is an ultrasonic radar, and the first parameter set includes at least a first operating frequency, a first beam angle, and a first transmission power; the second parameter set includes at least a second operating frequency, a second beam angle, and a second transmission power; the second operating frequency is greater than the first operating frequency, the second beam angle is less than the first beam angle, and the second transmission power is greater than the first transmission power.

[0011] This solution addresses the issues of weak reflected energy, susceptibility to sidelobe interference, and insufficient near-field resolution of ultrasonic waves incident at low angles on the ground by specifically optimizing the operating parameters. A higher operating frequency improves the resolution of near-range ground textures and elevation differences, facilitating the identification of minute potholes and steps; a narrower beam angle reduces interference from irrelevant reflections from vehicle sides and adjacent vehicles, ensuring precise beam focusing on the road surface directly ahead of the vehicle's path; and higher transmission power effectively compensates for energy attenuation during low-angle reflection, improving the echo signal-to-noise ratio and ensuring effective detection of weakly reflective surfaces, dark-colored surfaces, and waterlogged areas. Through differentiated parameter switching, the ultrasonic radar transforms from a conventional obstacle detector into a dedicated ground continuous detection instrument, significantly improving its ability to identify obstacles at negative heights and its anti-interference capabilities.

[0012] Furthermore, determining whether the height of obstacles around the vehicle is negative includes: comparing the received echo signal from the second type of detection with the expected ground echo feature library; if no valid echo is received, then there are obstacles with negative height around the vehicle; or, if the received echo delay exceeds a preset delay threshold, then there are obstacles with negative height around the vehicle.

[0013] This solution establishes a dual judgment rule based on absolute loss and echo delay, using standard ground echo characteristics. This rule can accurately identify echo disappearance or delay caused by ultrasonic beams directly hitting areas such as deep pits, cliffs, and missing manhole covers. This judgment logic directly corresponds to the most dangerous negative-height obstacle scenarios, and can quickly trigger a protection mechanism before vehicles enter dangerous areas. This fundamentally avoids serious accidents such as bottoming out and getting stuck caused by the system misjudging a no-echo state as an obstacle-free area, improving the reliability of high-risk scenario identification and the timeliness of response.

[0014] Furthermore, determining whether the height of obstacles around the vehicle is negative also includes: acquiring echo signals from adjacent vehicle radars, or echo signals from the same vehicle radar in a continuous time series; if the echo signals exhibit a gradient change pattern of normal-signal drop-normal in the spatial domain, or a nonlinear abrupt change in the echo delay versus distance curve in the time domain, then there are obstacles with negative height around the vehicle.

[0015] This solution incorporates spatial multi-sensor fusion and continuous temporal trend analysis to overcome the limitations of single-sensor, single-frame echoes, effectively improving the ability to identify negative-height obstacles with indistinct echo characteristics, such as shallow potholes, gentle steps, and narrow ditches. The spatial gradient of normal-sudden drop-normal conforms to the geometric characteristics of negative-height edges, eliminating interference from road surface stains, water accumulation, and abrupt texture changes. In the temporal domain, the nonlinear abrupt change in time delay with distance accurately reflects sudden changes in road surface elevation, preventing normal road surface undulations from being misjudged as dangerous areas. This mechanism significantly improves the system's robustness in complex parking lot environments and reduces the misjudgment rate caused by single signal fluctuations.

[0016] Furthermore, this method also includes: if the echo amplitude weakens but is higher than the minimum detection threshold, or if the echo delay shows an abnormal offset but is within the measurable range, or if the waveform distortion rate exceeds the preset distortion rate threshold, then the perception confidence is deemed insufficient.

[0017] This solution adds an intermediate state of insufficient perception confidence between safe and unsafe states. This avoids misjudging situations with abnormal echo characteristics, such as water accumulation or gravel roads, that pose no safety risk but are identified as negative-height obstacles, thus addressing the system's tendency to trigger false alarms and its high false alarm rate. This intermediate state provides a buffer for further confirmation and judgment, making the detection logic more closely resemble real road conditions, improving the accuracy of judgments under complex operating conditions, reducing unnecessary vehicle braking and alarms, and enhancing user experience and system reliability.

[0018] Furthermore, this method also includes: executing a graded safety response based on the detection results, wherein the graded safety response includes: triggering vehicle braking and issuing an alarm when it is determined that there is a negative height obstacle; reducing the vehicle speed to below a preset low speed threshold when it is determined that the perception confidence is insufficient, and calling the on-board vision sensor for identification and judgment; if the vision confirms the existence of a negative height obstacle, then the vehicle braking is executed; if the vision confirms that the ground is continuous, then normal driving is resumed.

[0019] This solution employs a tiered safety response mechanism to achieve precise matching between risk levels and control strategies. For confirmed high-risk, negative-height obstacles, emergency braking and alarms are directly triggered to maximize the protection of the vehicle chassis and battery pack. For uncertain situations, speed is reduced first to control the risk, and then visual sensors are introduced for secondary verification of depth images, edge features, and texture continuity, forming a radar-vision fusion decision-making closed loop. This ensures safety while avoiding false braking due to errors from a single sensor.

[0020] Based on the same technical concept, an in-vehicle device is designed, including a processor, a memory storing computer programs or instructions that can run on the processor, and an in-vehicle radar for detecting the vehicle's surrounding environment. When the computer program or instructions are executed by the processor, the above-mentioned vehicle driving path planning method is implemented.

[0021] Based on the same technical concept, a vehicle is designed, including the aforementioned vehicle-mounted device.

[0022] Compared with existing technologies, the advantages of this application are as follows: This solution, through a time-division multiplexing mechanism, enables the vehicle-mounted radar to alternately perform conventional positive-height obstacle detection and negative-height obstacle detection on the same hardware basis. This requires no additional sensors or changes to the vehicle's hardware layout, and can be directly implemented through software upgrades on existing parking systems, significantly reducing system costs and engineering modification difficulty. Simultaneously, by configuring dedicated ground optimization parameters for the second type of detection, the vehicle-mounted radar shifts from conventional lateral obstacle detection to continuous road surface scanning. This specifically addresses the technical shortcomings of traditional vehicle-mounted radar systems, which can only detect objects above the wheel plane and cannot identify negative-height obstacles such as deep pits, missing manholes, and drainage ditches. It fills the safety blind spots of existing technologies in terms of perception modes, providing more comprehensive environmental perception capabilities for automatic parking and low-speed driving. Attached Figure Description

[0023] Figure 1 This is a flowchart illustrating the obstacle detection method described in this application.

[0024] Figure 2 This is another flowchart illustrating the obstacle detection method described in this application.

[0025] Figure 3 This is a schematic diagram of the vehicle-mounted device described in this application.

[0026] Figure 4 This is a schematic diagram of the vehicle functional framework described in this application. Detailed Implementation

[0027] 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, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0028] With the popularization of intelligent driving and automatic parking technologies, vehicle-mounted radar (such as ultrasonic radar and millimeter-wave radar) has become a core component for vehicle environmental perception and obstacle detection due to its high reliability, and is widely used in scenarios such as automatic parking assistance and low-speed collision avoidance. Existing vehicle-mounted radar obstacle detection systems typically detect conventional obstacles around the vehicle using fixed operating parameters, mainly identifying positive-height obstacles such as vehicles, walls, pillars, and pedestrians located above the wheel plane. The distance and position of the obstacle are determined by the echo time and intensity to achieve obstacle avoidance control. However, in actual driving scenarios, roads often contain negative-height obstacles such as missing manholes, low-lying drainage ditches, and deep potholes. These obstacles do not have the reflective characteristics of conventional positive-height obstacles, and existing detection modes are insufficient in detecting and perceiving negative-height obstacles, failing to meet the safety detection requirements for negative-height obstacles in automatic parking and low-speed driving scenarios. Example 1

[0029] like Figure 1 As shown, in order to solve the above-mentioned technical problems, this application proposes an obstacle detection method, including the following steps S100 to S300.

[0030] S100 controls the vehicle-mounted radar to alternately perform Type I detection and Type II detection in a time-division multiplexing manner. Type I detection and Type II detection are used to detect the height of obstacles around the vehicle, and the height of the obstacles includes positive and negative values.

[0031] When performing the second type of detection, S200 switches the operating parameters of the vehicle-mounted radar from the first parameter set used for the first type of detection to the second parameter set optimized for ground echoes, and performs ground echo detection with the second parameter set.

[0032] S300 determines whether the height of obstacles around the vehicle is negative based on the received echo signal from the second type of detection and outputs the detection result.

[0033] This method utilizes a time-division multiplexing mechanism, enabling vehicle-mounted radar to alternately perform conventional positive-height obstacle detection and negative-height obstacle detection on the same hardware basis. This requires no additional sensors or changes to the vehicle's hardware layout and can be directly implemented through software upgrades on existing parking systems, significantly reducing system costs and engineering complexity. Simultaneously, by configuring dedicated ground optimization parameters for the second type of detection, the vehicle-mounted radar shifts from conventional lateral obstacle detection to continuous road surface scanning. This specifically addresses the technical limitations of traditional vehicle-mounted radar systems, which can only detect objects above the wheel plane and cannot identify negative-height obstacles such as potholes, missing manholes, and drainage ditches. It fills the safety blind spots of existing technologies in terms of perception modes, providing more comprehensive environmental perception capabilities for automatic parking and low-speed driving.

[0034] It should be noted that the height of the obstacle is relative to the plane where the vehicle tires are located. A positive value indicates that the obstacle protrudes from this plane, i.e., a positive height obstacle, such as pedestrians, vehicles, walls, and curbs; a negative value indicates that the obstacle is recessed from this plane, i.e., a negative height obstacle, such as pits, manholes, drainage ditches, and road surface depressions. The first type of detection is used to detect positive height obstacles around the vehicle, meeting conventional obstacle avoidance requirements. The second type of detection is used to detect negative height obstacles around the vehicle. The vehicle-mounted radar in this embodiment uses ultrasonic radar, which has the advantages of low cost, high short-range detection accuracy, and strong adaptability to complex environments, and is compatible with the hardware configuration of existing vehicle parking systems. In other possible embodiments, millimeter-wave radar or lidar can also be used. Only by adjusting the detection parameter set accordingly can the same detection effect be achieved. Those skilled in the art can flexibly choose according to the actual vehicle configuration and detection accuracy requirements.

[0035] In step S100, the vehicle-mounted radar is controlled to alternately perform the first type of detection and the second type of detection in a time-division multiplexing manner. Specifically, after performing the first type of detection for N consecutive cycles, the second type of detection for 1 cycle is inserted. N is configured as a positive integer, and the cycle duration of the first type of detection is equal to the cycle duration of the second type of detection.

[0036] It should be noted that the vehicle-mounted radar has two detection modes: standard detection mode and composite perception mode. Under normal driving conditions, the vehicle-mounted radar performs the standard detection mode, which is the first type of detection. At this time, there is no need to perform the second type of ground detection operation to avoid invalid detection occupying system resources and interfering with the main perception task.

[0037] When the vehicle's automatic parking assist or low-speed assisted driving function is activated, the vehicle controller or autonomous driving domain controller sends a command to the ultrasonic radar control unit to initiate the composite perception mode. This mode alternates between Type I and Type II detection in a time-division multiplexing manner. In this mode, the original fixed-frequency ultrasonic detection cycle is reprogrammed into an alternating cyclic sequence: N cycles of Type I detection are followed immediately by one cycle of Type II detection. Furthermore, performing Type II detection for ground probing at high speeds is meaningless and may interfere with the primary perception task. Therefore, when the vehicle's low-speed assisted driving function is activated, the vehicle speed must be lower than a preset activation speed threshold, such as less than 8 km / h, before the composite perception mode is activated.

[0038] Furthermore, the cycle duration and N value of the first and second types of detection are set according to actual needs. In this embodiment, the cycle duration of both the first and second types of detection is 40ms, and the base value of N is set to 5. That is, the second type of detection is executed for 1 cycle after the first type of detection is executed for 5 cycles, and a cyclic sampling detection of the ground is completed every 240ms.

[0039] To further improve the matching degree between the detection strategy and the vehicle's driving status, the N value is dynamically adjusted according to the vehicle speed. When the vehicle speed is less than the first speed threshold, the N value is reduced to increase the frequency of the second type of detection and enhance the detection density of negative height obstacles on the ground. Specifically, the first speed threshold is set according to the actual situation. In this embodiment, the first speed threshold is set to 3 km / h. When the vehicle speed is less than 3 km / h, such as in scenarios involving parking space alignment or close-range vehicle maneuvering, the N value can be adjusted from the base value of 5 to 3. At this time, one second type of detection cycle is inserted every three first type of detection cycles, shortening the cycle to 160ms, increasing the ground detection frequency, and enabling more accurate identification of negative height obstacles on the close-range road surface. In other embodiments, multiple speed thresholds can also be set to achieve multi-stage adjustment of the N value. For example, a second speed threshold (such as 5 km / h) can be set. When the vehicle speed is greater than or equal to 3 km / h and less than 5 km / h, the N value is adjusted from the base value of 5 to 4. When the vehicle speed is less than 3 km / h, the N value is adjusted to 3, achieving adaptive optimization of the detection frequency under different vehicle speed scenarios.

[0040] Furthermore, considering that vehicles typically have multiple ultrasonic radars installed at the front and rear, when the composite sensing mode is activated, not all ultrasonic radars simultaneously perform Type I and Type II detection alternately. Instead, the ultrasonic radar is dynamically selected based on the vehicle's desired driving direction (determined by the gear position R / D).

[0041] For example, when the vehicle is moving forward, only the ultrasonic radars at the front of the vehicle (front left, front left center, front right center, and front right) operate in composite sensing mode; the ultrasonic radars at the rear of the vehicle maintain standard mode, i.e., only performing type I detection. When reverse gear is engaged, the system switches to the ultrasonic radars at the rear of the vehicle (rear left, rear left center, rear right center, and rear right). This optimizes computing resources and avoids invalid detection.

[0042] Meanwhile, a mechanism is set to exit the composite perception mode. When the vehicle speed continuously exceeds the preset start-up speed threshold (8km / h), or the system self-check detects a malfunction in the ultrasonic radar (such as abnormal transmission / reception) or a communication timeout (such as the communication between the radar control unit and the vehicle controller being interrupted for more than a preset duration), the composite perception mode will be immediately exited and the system will switch back to the standard detection mode. A prompt message will be displayed on the vehicle's central control screen, such as "Ground detection function has been deactivated. Please drive with caution." At the same time, a voice prompt will be issued, such as two consecutive "beep" alarm sounds, to inform the driver of the current detection mode status and remind the driver to pay attention to the surrounding environment of the vehicle to avoid safety risks caused by the deactivation of the ground detection function.

[0043] The time-division multiplexing structure, employing a fixed-period, regularly inserted pattern, ensures that conventional first-type detection is not frequently interrupted, maintaining real-time response capabilities to sudden positive-height obstacles such as pedestrians, vehicles, and walls, and preventing the ground-penetrating function from affecting basic obstacle avoidance safety. Simultaneously, the equal-length period design facilitates timing planning, signal synchronization, and data processing by the vehicle controller, reducing algorithm complexity and improving system stability and reliability. This structure achieves continuous ground sampling detection with minimal system overhead, efficiently introducing negative-height obstacle detection capabilities without sacrificing original functionality, balancing functional integrity and system resource utilization. By adaptively adjusting the ground-penetrating cycle ratio based on vehicle speed, the detection strategy is strongly matched to the vehicle's actual driving state. During the relatively high-speed low-speed cruising phase, a high N-value is maintained to ensure priority for conventional obstacle detection; during extremely low-speed parking alignment and close-range maneuvering phases, the N-value is automatically reduced to increase the ground-penetrating frequency, enhancing the detection density and recognition accuracy of dangerous areas on the road surface. This adaptive mechanism can dynamically allocate sensing resources according to the risk level of the scenario, which avoids the waste of resources caused by ineffective ground exploration in high-speed sections, and ensures the safety of the chassis and battery pack under extreme low-speed conditions, so that the system can achieve the optimal balance between safety and efficiency under different operating conditions.

[0044] The core difference between the first and second parameter sets lies in their target ranges. The first parameter set is designed for detecting obstacles at normal height, emphasizing long-range, wide-area detection; the second parameter set is designed for detecting ground echoes, emphasizing short-range, high-precision, and interference-resistant detection. The first parameter set includes at least a first operating frequency, a first beam angle, and a first transmit power; the second parameter set includes at least a second operating frequency, a second beam angle, and a second transmit power. The second operating frequency is greater than the first operating frequency, the second beam angle is smaller than the first beam angle, and the second transmit power is greater than the first transmit power.

[0045] In this embodiment, when performing the first type of detection, the first parameter set of the ultrasonic radar includes: operating frequency set to 40kHz, beam angle set to 30°-45°, transmit pulse width set to 20µs, transmit power set to standard (0dB), and receive gain curve set to linear and long distance. This parameter configuration can achieve effective detection of positive height obstacles within a range of 10cm-500cm around the vehicle, meeting the conventional obstacle avoidance requirements.

[0046] When performing the second type of detection, the second parameter set of the ultrasonic radar includes the following: operating frequency set to 55kHz-60kHz, beam angle set to 10°-15°, transmit pulse width set to 60µs-100µs, transmit power +3dB-+6dB, and receive gain curve set to segmented gain. This parameter configuration is specifically optimized for ground echo detection to solve the technical problems of weak reflected energy, susceptibility to sidelobe interference, and insufficient near-field resolution when ultrasonic waves are incident at low angles on the ground.

[0047] In step S200, before performing the second type of detection (i.e., when each second type of detection cycle starts), the vehicle controller or autonomous driving domain controller sends a parameter configuration message to the control unit of the ultrasonic radar. This message contains all parameter information of the second parameter set (operating frequency, beam angle, transmit pulse width, transmit power, receive gain curve, etc.). After receiving the message, the control unit of the ultrasonic radar immediately refreshes the driving parameters in its internal microcontroller, overwriting the original first parameter set. After the parameter refresh is completed, the ultrasonic radar performs a complete transmit-receive cycle (i.e., one second type of detection cycle) with the second parameter set. After the detection cycle ends, the controller immediately sends a parameter recovery message to restore the operating parameters of the ultrasonic radar to the first parameter set, preparing for the next first type of detection cycle, ensuring timely and accurate parameter switching between the two types of detection, and avoiding detection errors caused by parameter residue.

[0048] The optimization principle of the second parameter set is as follows: A higher operating frequency (55kHz-60kHz) improves the resolution accuracy of near-distance ground textures and elevation differences. Compared to the first operating frequency of 40kHz, it can more clearly identify potholes and avoid unclear ground details due to excessively low frequencies. A narrower beam angle (10°-15°) reduces sidelobe interference caused by reflections from irrelevant objects such as the sides of the vehicle, adjacent vehicles, and roadside debris, allowing the ultrasonic beam to be precisely focused on the road surface area directly in front of the vehicle's path. The detection range matches the vehicle's trajectory, improving the purity of the ground echo. Higher transmission power (+3dB-+6dB) effectively compensates for the energy attenuation of ultrasonic waves during low-angle reflection, improving the signal-to-noise ratio of the echo signal. This ensures effective detection of weakly reflective road surfaces (such as rough asphalt roads), dark-colored surfaces (such as black rubber mats), and water accumulation areas, avoiding weak or unrecognizable echo signals due to insufficient transmission power. The segmented gain receiver gain curve is designed for close-range ground detection needs. It increases the receiver gain in the close-range segment (0cm-100cm) to enhance the identification of weak echo signals, while attenuating the receiver gain in the long-range segment (above 100cm) to reduce interference from irrelevant long-range reflections, thereby further improving the effectiveness of the echo signal.

[0049] By differentiating the parameter sets mentioned above, the ultrasonic radar is temporarily transformed from a conventional positive-height obstacle detector into a dedicated ground-based continuous obstacle detector, significantly improving the ability to identify and resist interference from negative-height obstacles, and providing a high-quality signal foundation for subsequent echo signal analysis and judgment.

[0050] The characteristics of echo signals include echo amplitude, echo delay, waveform distortion, and spectral characteristics. These three factors work together to determine the presence of negative-height obstacles on the ground. Specific characteristics are explained below: Echo amplitude refers to the energy value of the reflected wave peak in the echo signal, measured in dB, and is used to reflect the energy intensity of ultrasonic waves reflected from the ground. In the expected ground echo characteristic library, the expected characteristics are: on continuously flat ground (such as cement or asphalt), the echo amplitude should be stable within a specific range (e.g., -30dB to -45dB, depending on the distance), and form a smooth amplitude curve within a continuous detection period without significant sudden increases or decreases; when there are obstacles at negative height, the edge of the negative height will cause ultrasonic waves to diffract or be transmitted, resulting in a sharp decrease in reflected energy, and the echo amplitude will be significantly lower than the above range, or even no echo may occur.

[0051] Echo delay refers to the time interval from the emission of an ultrasonic wave to the receipt of its echo, measured in µs, and is positively correlated with the detection distance. In the expected ground echo feature library, the expected characteristics reflect that for sensors installed at a fixed height, the echo time difference across continuous ground should be essentially constant. When encountering obstacles at negative heights, the propagation path of the ultrasonic wave becomes longer (it needs to bypass the edge of the depression or penetrate into the interior of the depression) or is refracted, resulting in a significant increase in the echo arrival time (i.e., the delay exceeds a preset delay threshold; in this embodiment, the preset delay threshold is set to 200 µs). If the ultrasonic wave directly penetrates areas such as deep pits or missing manholes, it will not be able to receive the echo due to the lack of a reflective surface, leading to abnormal echo delays (such as null values ​​or maximum values).

[0052] Waveform distortion and spectral characteristics refer to the waveform shape and frequency component distribution of the echo signal, used to reflect the stability of ground reflection. In the expected ground echo characteristic library, the expected characteristics are: echo waveforms from continuous ground are usually relatively regular, with a distinct main peak and regular side lobe attenuation. When there are obstacles at negative height, complex scattering phenomena occur at the negative height edge, leading to distortions in the echo waveform such as multiple peaks, severe tailing, and blurred main peaks. Simultaneously, the spectral components are dispersed, and high-frequency components are abnormally attenuated, showing a significant difference from the expected characteristics.

[0053] In step S300, determining whether the height of obstacles around the vehicle is negative includes: comparing the received echo signal of the second type of detection with the expected ground echo feature library; if no valid echo is received, then there are obstacles with negative height around the vehicle; or, if the received echo delay exceeds a preset delay threshold, then there are obstacles with negative height around the vehicle.

[0054] Based on standard ground echo characteristics, a dual judgment rule of absolute loss and echo delay is established, which can accurately identify echo disappearance or delay caused by ultrasonic beams directly hitting areas such as deep pits, cliffs, and missing manhole covers. This judgment logic directly corresponds to the most dangerous negative height obstacle scenarios, and can quickly trigger a protection mechanism before vehicles enter dangerous areas. This fundamentally avoids serious accidents such as bottoming out and getting stuck caused by the system misjudging a no-echo state as an obstacle-free area, improving the reliability of identification and the timeliness of handling high-risk scenarios.

[0055] It should be noted that the expected ground echo feature library is based on the second parameter set of the second type of detection. It collects ground echo signals from various common ground materials (cement, asphalt, brick, rubber mats, waterlogged roads, etc.), under different lighting conditions (strong light, weak light, shadow), and under different temperature and humidity environments. It extracts the normal range of the above three core features and establishes a standardized feature library. This feature library can be stored in the control unit of the ultrasonic radar for easy real-time retrieval and comparison. At the same time, the feature library supports online updates and can be supplemented with feature data according to the new ground types added in the actual application scenario, thereby improving the universality and accuracy of the judgment.

[0056] Upon receiving the echo signal from the second type of detection, the echo signal is subjected to noise reduction filtering and amplitude normalization to eliminate the influence of ambient temperature, humidity and sensor gain fluctuations; the time axis of the echo signal is aligned with the corresponding standard time window in the feature library, and then feature comparison is performed.

[0057] If a valid echo is received with both intensity and time difference within the expected range, it can be determined that the ground is continuous and there are no obstacles at negative height. Conversely, no echo is received if, within the expected time window, the peak intensity of the detected echo is lower than the set minimum detectable threshold and the signal-to-noise ratio is lower than a specific value. This indicates that the ultrasonic beam may have directly penetrated areas such as deep pits or missing manholes, resulting in no reflected echo.

[0058] Furthermore, determining whether the height of obstacles around a vehicle is negative also includes: acquiring echo signals from adjacent vehicle radars, or echo signals from the same vehicle radar in a continuous time series; if the echo signal exhibits a stepped change pattern of normal-signal drop-normal in the spatial domain, or if the echo delay versus distance curve shows a nonlinear abrupt change in the time domain, then there are obstacles with negative height around the vehicle.

[0059] By introducing spatial multi-sensor fusion and continuous temporal trend analysis, the limitations of single-sensor single-frame echoes are overcome, effectively improving the ability to identify negative-height obstacles with indistinct echo characteristics, such as shallow potholes, gentle steps, and narrow ditches. The spatial gradient changes from normal to sudden drop to normal conform to the geometric characteristics of negative height edges, eliminating interference from road surface stains, water accumulation, and abrupt texture changes. In the temporal domain, the nonlinear abrupt change in time delay with distance accurately reflects changes in road surface elevation, avoiding misjudging normal road surface undulations as dangerous areas. This mechanism significantly improves the system's robustness in complex parking lot environments and reduces the misjudgment rate caused by single signal fluctuations.

[0060] Furthermore, if the received echo intensity is significantly weakened but not completely lost, the perception confidence is deemed insufficient. Specifically, if the echo amplitude weakens but is higher than the minimum detection threshold, or if the echo delay shows an abnormal offset but is within the measurable range, or if the waveform distortion rate exceeds the preset distortion rate threshold, then the perception confidence is deemed insufficient. An intermediate state of insufficient perception confidence is added between safe and unsafe states to avoid misjudging situations with abnormal echo characteristics but no safety risk, such as water accumulation or gravel roads, as negative height obstacles, thus solving the problems of easy false triggering and high false alarm rate. This intermediate state provides a buffer space for further confirmation and judgment, making the detection logic more closely match the real road environment, improving the accuracy of judgment under complex conditions, reducing unnecessary vehicle braking and alarms, and improving user experience and system reliability.

[0061] like Figure 2 As shown, this method further includes: executing a graded security response based on the detection results, wherein the graded security response includes: When a negative-height obstacle is detected, the vehicle brakes are triggered and an alarm is issued. Specifically, the ultrasonic radar control unit immediately sends a high-priority interruption signal to the upper-level decision-maker. The decision-maker triggers the highest-priority safety strategy, immediately aborting the parking instruction, requesting emergency braking, and initiating system downgrade. Simultaneously, an alarm is issued, such as displaying "Road surface abnormality ahead, emergency braking initiated," and emitting three consecutive rapid "beep beep beep" alarm sounds. This prompt clearly informs the source of the risk, the actions taken by the system, and strongly demands that the driver take immediate control.

[0062] When the perception confidence is deemed insufficient, the vehicle speed is reduced to below a preset low-speed threshold, and the onboard vision sensors are invoked for identification and judgment. If the vision confirms the presence of a negative-height obstacle, the vehicle brakes; if the vision confirms the ground is continuous, normal driving resumes. Specifically, if the vision detects geometric discontinuities (such as abrupt changes in edges, shadows, or depth) within the Region of Interest (ROI), a negative height is confirmed, and an emergency stop is initiated. If the vision detects a continuous texture and smooth geometry within the ROI, but the lighting is dim or the material is dark (such as black rubber mats, dark floor mats, or puddles), it is deemed safe, and the vehicle continues to pass at a low speed, suppressing braking. If the vision cannot identify the ROI, such as in strong glare or a completely dark environment, the vehicle speed is maintained, and the user is continuously alerted to the surrounding environment.

[0063] A tiered safety response mechanism is adopted to achieve precise matching between risk levels and control strategies. For confirmed high-risk, negative-height obstacles, emergency braking and alarms are directly triggered to maximize the protection of the vehicle chassis and battery pack. For uncertain situations, speed is reduced first to control the risk, and then visual sensors are introduced for secondary verification of depth images, edge features, and texture continuity, forming a radar-vision fusion decision-making closed loop. This ensures safety while avoiding false braking due to errors from a single sensor.

[0064] Example 2 like Figure 3 As shown, this embodiment provides an in-vehicle device 10, including a processor 110, an in-vehicle radar unit 120, a display screen 130, an audio module 140, a memory 150, a mobile communication module 160, a wireless communication module 170, an in-vehicle vision sensor 180, an antenna 1, and an antenna 2. The in-vehicle radar unit 120 includes multiple ultrasonic radars, and the in-vehicle vision sensor 180 includes multiple in-vehicle cameras.

[0065] The ultrasonic radar alternately performs Type I and Type II detection in a time-division multiplexing manner. Type I and Type II detection are used to detect the height of obstacles around the vehicle, and the height of the obstacles includes positive and negative values. When performing Type II detection, the ultrasonic radar's operating parameters are switched from the first parameter set used in Type I detection to the second parameter set optimized for ground echoes, and ground echo detection is performed with the second parameter set. The processor 110 executes relevant instructions stored in the memory 150 to process the collected data. Based on the received echo signals from the second type of detection, it determines whether the height of obstacles around the vehicle is negative or whether the perception confidence is insufficient, and outputs the detection result. When a negative height obstacle is detected, the display screen 130 displays "Road surface abnormal ahead, emergency stop initiated," and the audio module 140 drives the speaker to emit three consecutive rapid "beep beep beep" alarm sounds. When the perception confidence is insufficient, the processor 110 executes relevant instructions stored in the memory 150 to call the onboard vision sensor 180 for identification and judgment.

[0066] It is understood that the structures illustrated in the embodiments of this application do not constitute a specific limitation on the vehicle-mounted device 10. In other embodiments of this application, the vehicle-mounted device 10 may include more or fewer components than illustrated, or combine some components, or split some components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0067] Processor 110 may include one or more processing units, such as an application processor (AP), a modem processor, a graphics processing unit (GPU), an image signal processor (ISP), a controller, a video codec, a digital signal processor (DSP), a baseband processor, and / or a neural network processing unit (NPU). These different processing units may be independent devices or integrated into one or more processors.

[0068] The processor 110 can couple with the ultrasonic radar through an on-board serial communication interface, which includes at least one of a CAN bus interface and a LIN bus interface, so that the processor 110 and the ultrasonic radar can communicate through the on-board serial communication interface to realize the radar detection function of the on-board device 10.

[0069] In some embodiments, the processor 110 may include one or more interfaces. These interfaces may include an Inter-integrated Circuit (I2C) interface, an Inter-integrated CircuitSound (I2S) interface, a Pulse Code Modulation (PCM) interface, a Universal Asynchronous Receiver / Transmitter (UART) interface, a Mobile Industry Processor Interface (MIPI) interface, a General-Purpose Input / Output (GPIO) interface, etc.

[0070] The I2C interface is a bidirectional synchronous serial bus, including a serial data line (SDL) and a serial clock line (SCL). In some embodiments, the processor 110 may include multiple I2C buses. The processor 110 can couple to the display screen 130, the vehicle vision sensor 180, etc., through different I2C bus interfaces to implement auxiliary communication functions such as parameter configuration and status reading.

[0071] The I2S interface can be used for audio signal transmission and communication, adapting to the signal transmission requirements of in-vehicle audio scenarios. In some embodiments, the processor 110 may include multiple I2S buses, and the processor 110 is coupled to the audio module 140 through the I2S buses to realize bidirectional audio signal communication between the processor 110 and the audio module 140, ensuring the stable implementation of functions such as audio playback and alarm sound output. In some embodiments, the audio module 140 can transmit audio signals to the wireless communication module 170 through the I2S interface, and in conjunction with the communication function of the wireless communication module 170, realize the functions of answering calls and voice interaction of the in-vehicle device 10.

[0072] The MIPI interface is used to connect the processor 110 to peripheral devices requiring high-speed data transmission, such as the display screen 130 and the vehicle vision sensor 180. It boasts advantages such as high transmission rate and standardized interface, adapting to the high-speed data transmission needs of vehicle displays and image acquisition. The MIPI interface includes a Display Serial Interface (DSI) and a Camera Serial Interface (CSI). The processor 110 and display screen 130 communicate via the DSI interface to realize the display function of the vehicle device 10; the processor 110 and vehicle vision sensor 180 communicate via the CSI interface to realize high-speed transmission and processing of images captured by the vehicle camera.

[0073] The GPIO interface can be flexibly configured via software, functioning as either a control signal interface or a data signal interface to meet the flexible connection needs of various peripheral components in automotive scenarios. In some embodiments, the GPIO interface can be used to connect the processor 110 to components such as the audio module 140 and the wireless communication module 170, enabling simple control signal transmission (such as start control and status feedback). Furthermore, the GPIO interface can also be configured as an I2C interface, I2S interface, UART interface, MIPI interface, etc., further enhancing the versatility and flexibility of the processor 110 interface and adapting to the connection requirements of different peripheral components.

[0074] It is understood that the interface connection relationships between the modules illustrated in the embodiments of this application are merely illustrative and do not constitute a structural limitation on the vehicle-mounted device 10. In other embodiments of this application, the vehicle-mounted device 10 may also employ different interface connection methods or combinations of multiple interface connection methods as described in the above embodiments.

[0075] The wireless communication function of the vehicle-mounted device 10 can be implemented through antenna 1, antenna 2, mobile communication module 160, wireless communication module 170, modem processor, and baseband processor.

[0076] Antennas 1 and 2 are used to transmit and receive electromagnetic wave signals. Each antenna in the vehicle-mounted device 10 can be used to cover one or more communication frequency bands. Different antennas can also be reused to improve antenna utilization. For example, antenna 1 can be reused as a diversity antenna for a wireless local area network. In some other embodiments, the antennas can be used in conjunction with a tuning switch.

[0077] The mobile communication module 160 can provide wireless communication solutions, including 2G / 3G / 4G / 5G, for use in the vehicle-mounted device 10. The mobile communication module 160 may include at least one filter, switch, power amplifier, low-noise amplifier (LNA), etc. The mobile communication module 160 can receive electromagnetic waves via the antenna 1, and perform filtering, amplification, and other processing on the received electromagnetic waves before transmitting them to the modem processor for demodulation. The mobile communication module 160 can also amplify the signal modulated by the modem processor and convert it into electromagnetic waves for radiation via the antenna 1. In some embodiments, at least some functional modules of the mobile communication module 160 may be housed in the processor 110. In some embodiments, at least some functional modules of the mobile communication module 160 and at least some modules of the processor 110 may be housed in the same device.

[0078] The wireless communication module 170 can provide solutions for wireless communication applications on the vehicle-mounted device 10, including Wireless Local Area Networks (WLAN) (such as Wireless Fidelity (WiFi) networks), Bluetooth (BT), Global Navigation Satellite System (GNSS), Frequency Modulation (FM), Near Field Communication (NFC), and Infrared (IR) technologies. The wireless communication module 170 can be one or more devices integrating at least one communication processing module. The wireless communication module 170 receives electromagnetic waves via antenna 2, modulates and filters the electromagnetic wave signals, and sends the processed signal to processor 110. The wireless communication module 170 can also receive signals to be transmitted from processor 110, modulate and amplify them, and then convert them into electromagnetic waves for radiation via antenna 2.

[0079] In some embodiments, antenna 1 of the vehicle-mounted device 10 is coupled to mobile communication module 160, and antenna 2 is coupled to wireless communication module 170, enabling the vehicle-mounted device 10 to communicate with networks and other devices via wireless communication technology. Wireless communication technologies may include Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), Time-Division Code Division Multiple Access (TD-SCDMA), Long Term Evolution (LTE), BT, GNSS, WLAN, NFC, FM, and / or IR technologies, etc. GNSS can include the Global Positioning System (GPS), the Global Navigation Satellite System (GLONASS), the BeiDou Navigation Satellite System (BDS), the Quasi-Zenith Satellite System (QZSS), and / or Satellite Based Augmentation Systems (SBAS).

[0080] The display screen 130 is used to display images, videos, etc. The display screen 130 includes a display panel. The display panel can be a liquid crystal display (LCD), an organic light-emitting diode (OLED), an active-matrix organic light-emitting diode (AMOLED), a flexible light-emitting diode (FLED), a Mini-LED, a Micro-LED, a Micro-OLED, a quantum dot light-emitting diode (QLED), etc. In some embodiments, the vehicle-mounted device 10 may include one or more display screens 130. For example, the display screen 130 can display the detection results of ultrasonic radar and the images captured by the vehicle-mounted camera.

[0081] The audio module 140 is used to convert digital audio information into analog audio signals for output, and also to convert analog audio input into digital audio signals. The audio module 140 can also be used for encoding and decoding audio signals. In some embodiments, the audio module 140 may be located in the processor 110, or some functional modules of the audio module 140 may be located in the processor 110.

[0082] The memory 150 can be used to store computer executable program code, including instructions. The memory 150 may include a program storage area and a data storage area. The program storage area may store the operating system, at least one application program required for a function (such as sound playback, image playback, etc.), etc. The data storage area may store data created during the use of the vehicle-mounted device 10 (such as radar data, etc.). Furthermore, the memory 150 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, Universal Flash Storage (UFS), etc. The processor 110 executes various functional applications and data processing of the vehicle-mounted device 10 by running instructions stored in the memory 150 and / or instructions stored in memory disposed in the processor, to implement the obstacle detection method in Embodiment 1.

[0083] Example 3 This embodiment provides a vehicle, including the vehicle-mounted device 10 from Embodiment 2. The vehicle-mounted radar unit 120 includes at least eight ultrasonic radars, four located at the front bumper and four at the rear bumper. The vehicle-mounted vision sensor 180 includes at least four vehicle-mounted cameras, one at the front bumper, one at the rear bumper, and one at each of the two rearview mirrors.

[0084] like Figure 4 The diagram illustrates a possible functional framework of the vehicle in this embodiment. The vehicle's functional framework may include various subsystems, such as the on-board device 10, sensor system 20, control system 30, one or more peripheral devices 40 (one is shown as an example), power supply 50, and computer system 60. Optionally, the vehicle may also include other functional systems, such as an engine system that provides power to the vehicle, etc., which are not limited herein. The subsystems cooperate and work together to achieve the complete functions of the vehicle. The power supply 50, as the energy supply core for all functional systems of the vehicle, provides stable power or energy support to the on-board device 10, sensor system 20, control system 30, peripheral devices 40, and computer system 60, ensuring that each subsystem can start normally and operate continuously. The computer system 60, as the global control core, coordinates the work of all subsystems. Its processor calls the control program code stored in its own memory, receives information from each subsystem, and outputs control commands to achieve overall control of the vehicle's functions.

[0085] The sensor system 20 can collect vehicle dynamic data in real time, including but not limited to vehicle speed, steering angle, gear status, vehicle posture, and driving trajectory. The sensor system 20 sends the collected vehicle dynamic data to the on-board device 10 in real time, which is used for obstacle detection. After completing the obstacle detection, the on-board device 10 outputs the detection result. After receiving the detection result, the control system 30 can control the vehicle to perform corresponding actions, such as braking, acceleration, and steering adjustment.

[0086] The sensor system 20 may include several detection devices that can sense the measured information and convert the sensed information into electrical signals or other desired forms of information output according to a certain rule. The sensor system 20 can collect vehicle dynamic data and transmit the vehicle dynamic data to the on-board device 10. For example... Figure 4 As shown, the detection device may include a global positioning system, a vehicle speed sensor, an inertial measurement unit, a wheel speed sensor, a steering sensor, a gear position sensor, a suspension height sensor, a triaxial acceleration sensor, or other components used for automatic detection, etc., and this application does not limit it.

[0087] The control system 30 may include several components, such as the steering unit, braking unit, lighting system, automatic driving system, navigation system, and network time synchronization system shown in the figure. Optionally, the control system 30 may also include components such as a throttle controller and an engine controller for controlling the vehicle's speed; this application is not limiting.

[0088] Peripheral device 40 may include several components, such as the communication system shown in the figure. The communication system is used to enable network communication between the vehicle and other devices besides the vehicle. In practical applications, the communication system employs wireless communication technology or wired communication technology to achieve network communication between the vehicle and other devices. The wired communication technology can refer to communication between the vehicle and other devices via network cables or fiber optic cables. The wireless communication technology includes, but is not limited to, Global System for Mobile Communications (GSMO), General Packet Radio Service (GSP), Code Division Multiple Access (CDMA), Wideband CDMA, Time Division Multiple Access (TDMA), LTE, Wireless Local Area Network (WLAN), Bluetooth, Global Navigation Satellite System (GNSS), Frequency Modulation (FM), Short Range Wireless Communication (SMR), and infrared technology, etc. Optionally, the peripheral device may also include a touchscreen, microphone, and speaker, etc.

[0089] Power source 50 represents a system that provides electricity or energy to the vehicle, which may include, but is not limited to, rechargeable lithium batteries or lead-acid batteries. In practical applications, one or more battery components in the power source are used to provide electrical energy or power for vehicle startup. The type and materials of power source 50 are not limited in this application. Optionally, power source 50 may also be an energy source used to provide energy to the vehicle, such as gasoline, diesel, ethanol, solar cells or solar panels, etc., which are not limited in this application.

[0090] Several functions of the vehicle are controlled and implemented by computer system 60. Computer system 60 may include one or more processors (the illustration shows one processor as an example) and memory (also called a storage device). In practical applications, the memory may be located inside the computer system or outside the computer system, such as as a cache in the vehicle; this application does not limit this. The processor may include one or more general-purpose processors, such as a graphics processor. The processor can be used to run relevant programs or instructions corresponding to programs stored in the memory to implement the corresponding functions of the vehicle.

[0091] The memory may include volatile memory, such as RAM; it may also include non-volatile memory, such as ROM, flash memory, HDD, or solid-state drive; and it may include combinations of the above types of memory. The memory can be used to store a set of program code or instructions corresponding to the program code, so that the processor can call the program code or instructions stored in the memory to implement the corresponding functions of the vehicle. These functions include, but are not limited to, some or all of the functions shown in the schematic diagram of the vehicle's functional framework. In this application, the memory may store a set of program code for vehicle control, which the processor can call to control the safe operation of the vehicle.

[0092] Among them, this application Figure 4 The systems shown are merely examples and do not constitute a limitation. In practical applications, vehicles can combine several components according to different functions to obtain subsystems with corresponding functions. For example, a vehicle may also include an Electronic Stability Program (ESP) and an Electric Power Steering (EPS) system, etc., not shown in the figure. The ESP system may consist of some sensors from the sensor system and some components from the control system. Specifically, the ESP system may include wheel speed sensors, steering sensors, lateral acceleration sensors, and control units involved in the control system, etc. The EPS system may consist of some sensors from the sensor system, some components from the control system, and power supply components, etc. Specifically, the EPS system may include steering sensors, generators and reducers involved in the control system, battery power supply, etc. It should be noted that the above... Figure 4 This is merely a schematic diagram of one possible functional framework for a vehicle. In practical applications, a vehicle may include more or fewer systems or components, and this application does not impose any particular limitations on this.

[0093] The aforementioned vehicles may be cars, trucks, buses, amusement park vehicles, trams, golf carts, etc., and this application does not impose any particular limitation on them.

[0094] Although exemplary embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above exemplary embodiments are merely illustrative and are not intended to limit the scope of this application. Various changes and modifications can be made therein by those skilled in the art without departing from the scope and spirit of this application. All such changes and modifications are intended to be included within the scope of this application as claimed in the appended claims.

[0095] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0096] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed.

[0097] The various component embodiments of this application can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some modules according to the embodiments of this application. This application can also be implemented as an apparatus program (e.g., a computer program and computer program product) for performing part or all of the methods described herein. Such an implementation of this application can be stored on a computer-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0098] It should be noted that, in this document, relational terms such as "first" and "second" are used merely 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 the element.

[0099] Although the description of this application has been made in conjunction with the specific embodiments described above, it will be apparent to those skilled in the art that many substitutions, modifications, and variations can be made based on the foregoing. Therefore, all such substitutions, modifications, and variations are included within the spirit and scope of the appended claims.

Claims

1. An obstacle detection method, characterized in that, The method includes: The vehicle-mounted radar is controlled to alternately perform the first type of detection and the second type of detection in a time-division multiplexing manner. The first type of detection and the second type of detection are used to detect the height of obstacles around the vehicle, and the height of the obstacles includes positive and negative values. When performing the second type of detection, the operating parameters of the vehicle-mounted radar are switched from the first parameter set used in the first type of detection to the second parameter set optimized for ground echo, and ground echo detection is performed using the second parameter set; Based on the received echo signal from the second type of detection, determine whether the height of the obstacle around the vehicle is negative, and output the detection result.

2. The obstacle detection method according to claim 1, characterized in that, The control vehicle-mounted radar alternately performs the first type of detection and the second type of detection in a time-division multiplexing manner, specifically: After performing N consecutive cycles of the first type of detection, a second type of detection is inserted for one cycle, where N is configured as a positive integer, and the cycle duration of the first type of detection is equal to the cycle duration of the second type of detection.

3. The obstacle detection method according to claim 2, characterized in that, The vehicle-mounted radar alternately performs Type I and Type II detection in a time-division multiplexing manner, including: The N value is dynamically adjusted based on the vehicle speed. When the vehicle speed is less than the first vehicle speed threshold, the N value is reduced to increase the frequency of the second type of detection.

4. The obstacle detection method according to claim 1, characterized in that, The vehicle-mounted radar is an ultrasonic radar. The first parameter set includes at least a first operating frequency, a first beam angle, and a first transmission power. The second parameter set includes at least a second operating frequency, a second beam angle, and a second transmission power. The second operating frequency is greater than the first operating frequency, the second beam angle is less than the first beam angle, and the second transmission power is greater than the first transmission power.

5. The obstacle detection method according to claim 4, characterized in that, The determination of whether the height of obstacles around the vehicle is negative includes: The received echo signals from the second type of detection are compared with the expected ground echo feature database. If no valid echo is received, there is a negative height obstacle around the vehicle, or If the received echo delay exceeds a preset delay threshold, then there is a negative height obstacle around the vehicle.

6. The obstacle detection method according to claim 5, characterized in that, The determination of whether the height of obstacles around the vehicle is negative also includes: Acquire echo signals from adjacent vehicle-mounted radars, or echo signals from the same vehicle-mounted radar within a continuous time series; If the echo signal exhibits a stepped change pattern of normal-signal drop-normal in the spatial domain, or if the echo delay versus distance curve shows a nonlinear abrupt change in the time domain, then there is a negative height obstacle around the vehicle.

7. The obstacle detection method according to claim 5, characterized in that, The method further includes: If the echo amplitude weakens but is higher than the minimum detection threshold, or if the echo delay deviates abnormally but is within the measurable range, or if the waveform distortion rate exceeds the preset distortion rate threshold, then the perception confidence is deemed insufficient.

8. The obstacle detection method according to claim 7, characterized in that, The method further includes: Based on the detection results, a tiered security response is executed, which includes: When an obstacle with negative height is detected, the vehicle brakes are triggered and an alarm is issued; When the perception confidence is deemed insufficient, the vehicle speed is reduced to below the preset low-speed threshold, and the onboard vision sensor is invoked for identification and judgment. If the vision confirms the presence of a negative height obstacle, the vehicle brakes; if the vision confirms that the ground is continuous, normal driving resumes.

9. A vehicle-mounted device, comprising a processor, a memory storing computer programs or instructions capable of running on the processor, and a vehicle-mounted radar for detecting the environment surrounding the vehicle, characterized in that, When the computer program or instructions are executed by the processor, they implement the obstacle detection method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the vehicle-mounted device as described in claim 9.

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