Sunroof control method and system for vehicle escape from water

Abstract

This invention relates to the field of automotive technology, specifically providing a sunroof control method and system for vehicle flood escape. The method includes: collecting data on the external water level, vehicle pitch angle, and Z-axis acceleration; weighting and summing the ratios of the measured values ​​of each parameter to their baseline values ​​according to preset weights to generate a flood confidence coefficient; comparing the confidence coefficient with multi-level thresholds to determine whether the vehicle has fallen into the water; and, upon confirmation of flooding, implementing a two-stage sunroof opening strategy: first, a pre-opening with a small gap, and then triggering full opening based on occupant status or timed conditions. This invention improves the safety of vehicle flood escape.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology, specifically relating to a sunroof control method and system for vehicle evacuation after falling into water. Background Technology

[0002] In vehicle submersion accidents, occupants are unable to open the doors due to the excessive pressure difference between the inside and outside of the vehicle, making the sunroof a crucial escape route. Existing automatic sunroof opening devices for submerged vehicles use hydraulic sensors to detect water pressure signals from the doors, combined with an acceleration sensor to detect the inertial impact force of the vehicle body. When both signals exceed a threshold, the vehicle is identified as submerged and the sunroof opens.

[0003] The existing technical solutions have the following shortcomings: relying solely on water pressure and instantaneous acceleration for judgment makes it difficult to effectively distinguish between scenarios such as a vehicle falling into water, high-speed wading splashing, and severe collisions accompanied by splashing, resulting in a high risk of misjudgment; moreover, the control strategy is relatively simple, only executing the sunroof opening, without considering the time required for occupants to recover from the impact and unfasten their seat belts, resulting in a mismatch between the timing of the window opening and the actual time when occupants can escape. Summary of the Invention

[0004] In view of the above-mentioned shortcomings of the prior art, the present invention provides a sunroof control method and system for vehicle escape from water, so as to solve the above-mentioned technical problems.

[0005] In a first aspect, the present invention provides a sunroof control method for vehicle evacuation after falling into water, comprising: Collect vehicle perception data, which includes at least the water level outside the vehicle, the vehicle pitch angle, and the vehicle Z-axis acceleration; The water-falling confidence coefficient is calculated based on the perceived data. The water-falling confidence coefficient represents the degree of confidence that the vehicle is currently in a water-falling state. The calculation method is as follows: the ratio of the measured value of the vehicle pitch angle to its reference value, the ratio of the measured value of the vehicle Z-axis acceleration to its reference value, and the ratio of the measured value of the water level rise rate outside the vehicle to its reference value are multiplied by their respective preset weighting coefficients and then summed. The water-fall confidence coefficient is compared with multiple preset confidence thresholds to determine whether the vehicle has fallen into the water; After determining that the vehicle has fallen into the water, a two-stage sunroof opening strategy is implemented, including controlling the sunroof to open to a predetermined proportion of its total travel, and controlling the sunroof to open to its full travel when preset trigger conditions are met.

[0006] In an optional implementation, it further includes: The reference value of the vehicle pitch angle is pre-calibrated based on the ratio of the vehicle's center of gravity height to its wheelbase. The reference value of the vehicle's Z-axis acceleration is pre-calibrated based on the vehicle's curb weight through water impact simulation; The reference value for the rate of rise of the water level outside the vehicle is pre-calibrated based on the ground height of the lowest point of the vehicle door.

[0007] In an optional implementation, the preset multiple confidence thresholds include a first threshold and a second threshold, wherein the first threshold is greater than the second threshold; the method for determining whether a vehicle has fallen into the water includes: When the confidence coefficient for falling into water is greater than or equal to the first threshold, it is directly determined as falling into water; When the confidence coefficient of falling into water is between the second threshold and the first threshold, it enters the suspected falling into water state. After a predetermined delay, the confidence coefficient of falling into water is recalculated. If the recalculated confidence coefficient of falling into water is greater than or equal to the third threshold, it is determined to be falling into water. When the confidence coefficient for falling into water is less than the second threshold, it is determined that it is not falling into water.

[0008] In one optional implementation, the preset triggering conditions include: The driver's seatbelt buckle has been detected to be loose; The driver's seat weight reduction exceeded a predetermined weight threshold. The vehicle pitch angle was detected to be less than a predetermined angle threshold. The timer starts counting from the completion of the first level and reaches the predetermined time threshold.

[0009] In an optional implementation, it further includes: When the vehicle pitch angle is less than the predetermined safe angle, the sunroof will not be opened regardless of the value of the water-falling confidence coefficient.

[0010] In an optional implementation, it further includes: The vehicle is determined to be in a stationary, off-state condition when the ignition signal, vehicle speed signal, and vibration signal output by the inertial measurement unit are acquired. When the ignition signal is off, the vehicle speed signal is zero, and the variance of the vibration signal output by the inertial measurement unit is less than a predetermined variance threshold, the vehicle is determined to be in a stationary, off-state condition. Under the condition of engine shutdown and stationary parking, the reference value of the rate of rise of the water level outside the vehicle is reduced by a predetermined ratio, while the reference values ​​of the vehicle pitch angle and the vehicle Z-axis acceleration remain unchanged.

[0011] In an optional implementation, it further includes: The vehicle is in trailer transport mode when the ignition signal, wheel speed signals of each wheel, and vibration signal output by the inertial measurement unit are acquired. When the ignition signal is off, the difference between the wheel speed signals of each wheel is greater than a predetermined wheel speed difference threshold, and the amplitude of the vibration signal output by the inertial measurement unit is less than a predetermined vibration amplitude threshold, the vehicle is determined to be in trailer transport mode. The system acquires vehicle speed signals and vibration signals output by an inertial measurement unit. When the vehicle speed signal is less than a predetermined vehicle speed threshold and the vibration signal output by the inertial measurement unit exhibits periodic vibration within a predetermined frequency range, the vehicle is determined to be in automatic car wash mode. When it is identified that the vehicle is currently in trailer transport or automatic car wash mode, the water-falling detection logic is completely blocked.

[0012] Secondly, the present invention provides a sunroof control system for vehicle evacuation after falling into water, comprising: The multimodal perception module includes: a water level monitoring unit for collecting water levels outside and inside the vehicle; an attitude monitoring unit for collecting vehicle pitch angle and Z-axis acceleration; an occupant status monitoring unit for collecting occupant seat belt locking status and occupant seat weight; and a power monitoring unit for collecting main power status. The vehicle operating condition identification module is used to identify the current vehicle operating condition based on the vehicle's ignition signal, vehicle speed signal, wheel speed difference signal, and vibration spectrum of the inertial measurement unit. The decision control module is communicatively connected to the multimodal perception module and the vehicle operating condition recognition module, and is used to execute the method as described in any one of claims 1 to 7; The actuator module, which is communicatively connected to the decision control module, includes at least a sunroof controller, an interior reading light controller, a hazard warning light controller, and an electric tailgate controller, for performing two-stage sunroof opening, audible and visual indication, and tailgate unlocking actions; The system also includes a high-reliability power supply module, comprising a main power supply and a backup power supply. The backup power supply is electrically connected to the decision control module and is used to supply power to the decision control module when the main power supply fails.

[0013] In one optional implementation, the water level monitoring unit includes: At least one external liquid level sensor is installed on the inside of the front bumper and the lower part of the A-pillar to collect external water level signals; At least one in-vehicle water immersion sensor is installed in the driver's side floor drain and the passenger side floor drain to collect in-vehicle water level signals; The external liquid level sensor is a diffused silicon liquid level transmitter with a range of 0 to 10 meters and a protection rating of IP68.

[0014] In an optional implementation, the decision control module also integrates a power monitoring interface, which is electrically connected to the negative shunt of the main power supply for real-time acquisition of the voltage and current signals of the main power supply; when the decision control module detects that the main power supply voltage is lower than 9V or the absolute value of the main power supply current change is greater than A, it outputs a backup power supply activation signal within 50ms. The decision control module also integrates a CAN / LIN bus communication interface, and the multimodal sensing module is connected to the decision control module through the CAN / LIN bus communication interface; the decision control module has a built-in RC low-pass filter circuit with a cutoff frequency of 10Hz, which is used to filter the analog signals acquired by the multimodal sensing module.

[0015] The beneficial effects of this invention are that the sunroof control method and system for vehicle water escape provided by this invention significantly improve the reliability of vehicle water escape through multi-dimensional perception fusion and a two-level execution strategy. At the judgment level, the measured values ​​of pitch angle, Z-axis acceleration, and water level rise rate are compared with vehicle-specific calibration benchmark values ​​and then weighted and fused to generate a confidence coefficient characterizing the credibility of water escape. Combined with multi-level threshold comparison, this effectively distinguishes between water escape and interference scenarios such as wading and collision, greatly reducing the false judgment rate. At the execution level, a two-level strategy is adopted, which first opens the sunroof through a gap and then triggers full opening based on physical escape states such as seat belt release or seat removal. This ensures that the timing of full sunroof opening is precisely matched with the actual escape time for the occupants, avoiding premature full opening that could lead to water backflow. At the same time, a backup timing mechanism is used to ensure the passive escape opportunity in case of occupant incapacitation. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic block diagram of a system according to an embodiment of the present invention.

[0018] Figure 2 This is a schematic flowchart of a method according to an embodiment of the present invention. Detailed Implementation

[0019] To enable those skilled in the art to better understand the technical solutions of this invention, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this invention.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0021] The sunroof control method for vehicle water escape provided in this embodiment of the invention is executed by a computer device, and correspondingly, the sunroof control system for vehicle water escape runs in the computer device.

[0022] One embodiment of the method of the present invention includes: S1. Collect vehicle perception data, which includes at least the water level outside the vehicle, the vehicle pitch angle, and the vehicle Z-axis acceleration; S2. Calculate the water-falling confidence coefficient based on the perceived data. The water-falling confidence coefficient represents the degree of confidence that the vehicle is currently in a water-falling state. The calculation method is as follows: multiply the ratio of the measured value of the vehicle pitch angle to its reference value, the ratio of the measured value of the vehicle Z-axis acceleration to its reference value, and the ratio of the measured value of the water level rise rate outside the vehicle to its reference value by their respective preset weighting coefficients and then sum them up. S3. Compare the water-falling confidence coefficient with multiple preset confidence thresholds to determine whether the vehicle has fallen into the water; S4. After determining that the vehicle has fallen into the water, implement a two-stage sunroof opening strategy, including controlling the sunroof to open to a predetermined proportion of the total travel, and controlling the sunroof to open to its full travel when a preset trigger condition is met.

[0023] The sunroof control method for vehicle water escape provided by this invention is based on a three-layer control architecture consisting of working condition state machine recognition, multi-dimensional confidence fusion judgment, and two-level sunroof execution. Figure 1 This is a schematic diagram showing the module connection relationship of the sunroof control system described in this invention. Figure 2 This is a flowchart illustrating its core decision-making logic.

[0024] See Figure 1 The system includes a multimodal sensing module, a decision control module, and an actuator module. The multimodal sensing module is communicatively connected to the decision control module via a CAN / LIN bus, and the decision control module is electrically connected to the actuator module via a hardwired drive circuit.

[0025] In a preferred embodiment of the present invention, the layout of the various sensors and key hardware on the vehicle includes an external liquid level sensor installed on the inside of the front bumper and the lower part of the A-pillar, an internal water immersion sensor installed in the drainage grooves of the driver's and passenger's floors, a six-axis inertial measurement unit (IMU) 103 installed in the central tunnel of the vehicle body, and a backup power supply fixed on the inside of the crossbeam under the rear seats.

[0026] The control logic of the present invention will be described in detail below with reference to each step.

[0027] S1. Real-time acquisition of multi-dimensional sensing data: This invention first acquires multi-dimensional physical quantity signals of the vehicle in real time during driving or parking through a multi-modal sensing module.

[0028] The external liquid level sensor uses a diffused silicon level transmitter with a range of 0-10m and an IP68 protection rating to ensure normal operation even under complete immersion conditions. In this embodiment, two sets of external liquid level sensors are installed: one set is installed in the center of the inner side of the front bumper to collect the water depth signal in front of the vehicle; the other set is installed on the lower part of the A-pillars on both sides, 20cm above the ground, for redundancy verification.

[0029] The in-vehicle water immersion sensor is installed at the lowest point of the drainage channels on the driver's and passenger's side floors. Unlike external water level sensors, the in-vehicle water immersion sensor uses an electrode or photoelectric principle, and its detection threshold is set to a water level height of ≥5cm to eliminate false alarms caused by slight condensation or water spillage on the floor surface.

[0030] The output signal of the external liquid level sensor is a 4~20mA analog current signal. After being converted into a voltage signal by the sampling resistor built into the ECU, it is read in by the analog-to-digital converter (ADC) at a sampling frequency of Hz. To eliminate noise interference caused by liquid level fluctuations, the raw ADC value is first preprocessed by the RC low-pass filter circuit inside the ECU, with the cutoff frequency set to 10Hz.

[0031] The attitude monitoring unit uses a six-axis IMU 103, integrating a three-axis MEMS accelerometer and a three-axis MEMS gyroscope. The sampling frequency is set to ≥ Hz, meeting AEC-Q automotive-grade certification requirements. The IMU 103 is mounted on a rigid structure in the central tunnel of the vehicle body. This location minimizes deformation during vehicle collisions and water impacts, ensuring the authenticity of the measurement data to the greatest extent.

[0032] The IMU 103's accelerometer range is set to ±16g, and the gyroscope range is set to ±0° / s. Raw data undergoes temperature compensation and zero-drift correction via the sensor's internal DSP before being transmitted to the ECU via the SPI bus. Upon receiving the raw IMU data, the ECU first performs coordinate system alignment, transforming the IMU's carrier coordinate system to the vehicle coordinate system using a rotation matrix to eliminate system errors caused by installation misalignment.

[0033] In a preferred embodiment of the present invention, the attitude parameters of particular interest include: Vehicle pitch angle θ: Characterizes the pitch angle of the vehicle's front relative to the horizontal plane, with upward pitch being positive and downward pitch being negative; Z-axis vertical acceleration Az: Characterizes the acceleration of the vehicle body in the vertical direction, with upward as the positive direction.

[0034] The occupant status monitoring unit includes a driver's seatbelt buckle locking signal sensor and a driver's seat occupancy pressure diaphragm sensor.

[0035] The seatbelt buckle locking signal sensor is a Hall effect proximity switch installed inside the driver's seatbelt buckle. When the latch is inserted into the buckle, the Hall element outputs a high-level signal (logic "1"); when the latch is removed, it outputs a low-level signal (logic "0"). This signal is a digital quantity and is directly connected to the ECU's GPIO port.

[0036] The seat occupancy pressure membrane sensor is a piezoresistive thin-film sensor, installed between the foam layer and the cover of the driver's seat cushion. The sensor's equivalent resistance changes linearly with the pressure applied to the seat surface. This resistance is converted into a 0-5V analog voltage signal by a voltage divider circuit and then input to the ECU's ADC channel. The ECU uses this voltage value to infer the weight borne by the seat. In this embodiment, after factory calibration, the sensor has a weight measurement accuracy of ±2kg and a range of 0-150kg.

[0037] The power monitoring unit is integrated into the shunt of the main battery's negative terminal harness. It uses a manganese copper shunt resistor (0.1mΩ, ±0.5% accuracy) in conjunction with a dedicated current sensing amplifier (such as INA240) to monitor the main battery's output voltage and charging / discharging current in real time. The voltage signal is attenuated to the 0~5V range by a resistor divider network before being fed into the ADC; the current signal is amplified by an amplifier and also fed into the ADC.

[0038] S2. Identification and arbitration of vehicle operating condition state machine: Not all scenarios involving rising water levels require the sunroof to be opened. To effectively distinguish between real water immersion and non-water immersion scenarios such as car wash spraying, towing a vehicle through water, or parking on a rainy road, this invention introduces a vehicle condition state machine recognition mechanism.

[0039] The ECU has four pre-set vehicle operating conditions, listed in descending order of priority as follows: First priority: Trailer transport conditions The ECU determines that the vehicle is currently in trailer transport mode when the following conditions are met simultaneously: (a) The ignition signal IGN is off (IGN=OFF); (b) Among the four wheel speed signals, at least one set of wheels has a wheel speed difference greater than 5 km / h from the other wheels (indicating that the vehicle is being towed, some wheels are rotating and the engine is not running). (c) The variance of the composite amplitude of the triaxial acceleration signal output by the IMU is less than 0.05g. 2(This indicates that the vehicle did not suffer a severe impact and was in a stable state of motion.)

[0040] Under this condition, the ECU completely disables the subsequent water-related detection logic, meaning that regardless of the signal output by the water level sensor, the sunroof will not be triggered. This design is intended to prevent the sunroof from accidentally opening when the vehicle encounters standing water or a sprinkler system during flatbed trailer transport.

[0041] Second priority: Automatic car wash operation The ECU determines that it is currently in automatic car wash mode when the following conditions are met simultaneously: (a) The vehicle speed signal is less than 5 km / h; (b) The vibration signal output by the IMU has obvious periodicity, and the fundamental frequency falls within the range of 0.5~2Hz (this frequency band corresponds to the rotation frequency of the car wash machine brush).

[0042] Under these conditions, the ECU also completely disables the water-fall detection logic. This design is intended to prevent the sunroof from being accidentally triggered when the vehicle passes through the high-pressure spray and roller brush washing of an automatic car wash line.

[0043] Third priority: Engine off and stationary parking condition The ECU determines that the engine is currently in a stationary, off-state condition when the following conditions are met simultaneously: (a) The ignition signal IGN is off (IGN=OFF); (b) The vehicle speed signal is 0 km / h; (c) The variance of the composite amplitude of the triaxial acceleration signal output by the IMU is less than 0.05g. 2 (This indicates that the vehicle is stationary and there are no people getting on or off the vehicle or goods being moved.)

[0044] Unlike the two completely shielded operating conditions mentioned above, the water-fall detection logic still applies when the vehicle is stationary and the engine is off. However, the detection thresholds are adaptively adjusted, with only the baseline value V0 for the rate of rise of the water level outside the vehicle being lowered by 10%, and the baseline values ​​for the pitch angle θ0 and Z-axis acceleration being adjusted. The current conditions remain unchanged, while the mandatory safety fallback conditions remain active.

[0045] This differentiation strategy is based on the following physical understanding: if a stationary vehicle falls into water, it will have little impact due to the lack of initial kinetic energy, so the acceleration and pitch angle signals may be weak. Appropriately reducing the water level velocity threshold can help improve the detection rate. The geometric center of mass of the vehicle does not change when the engine is off, so the baseline values ​​of pitch angle and acceleration do not need to be adjusted.

[0046] Fourth priority: Normal driving conditions When none of the above three conditions are met, the ECU defaults to normal driving conditions. Under these conditions, all judgment thresholds are calibrated values, without any downweighting or masking.

[0047] S3. Vehicle-level calibration of baseline values: Different vehicle models (sedans, SUVs, MPVs, pickup trucks, etc.) exhibit significantly different dynamic response characteristics after falling into water due to variations in center of gravity height, wheelbase, curb weight, and door ground clearance. Therefore, before the ECU leaves the factory, this invention requires individual calibration of benchmark values ​​based on the measured physical parameters of each vehicle model, and the calibration data is written into the ECU's non-volatile memory (such as EEPROM or Flash).

[0048] Calibration of pitch angle reference value θ0 The pitch angle reference value θ0 is determined based on the vehicle's static geometric parameters. For each specific vehicle model, the center of gravity height is measured using a four-wheel weighing platform under no-load conditions. And the wheelbase L, and calculate according to the following relationship:

[0049] in: The height of the vehicle's center of gravity when unloaded is obtained through actual measurement using the four-wheel weighing method or the pendulum method. This refers to the vehicle's wheelbase. For safety factors, the value ranges from 0.5 to 0.8, and in this embodiment, a value of 0.6 is preferred.

[0050] For example, for a typical sedan with a wheelbase of 2.8m and a center of gravity height of 0.55m, its static rollover critical angle is... After multiplying by a safety factor of 0.6, the θ0 calibration value is approximately 6.7°. However, for SUV models, due to the higher center of gravity (e.g., 0.65m), the θ0 calibration value increases accordingly to approximately 8.5°.

[0051] However, the above-mentioned calculated values ​​based on static geometry are only theoretical benchmarks. In actual calibration, it is necessary to make corrections by combining the dynamic water-fall simulation data of the actual vehicle. In this embodiment, a method of joint simulation of CFD (Computational Fluid Dynamics) and multibody dynamics is used to simulate the dynamic change curve of the pitch angle when the vehicle enters the water at different speeds and angles. The value of the pitch angle when it first exceeds 80% of the static rollover critical angle in the simulation results is taken as the final θ0.

[0052] Combining the two calibration methods described above, the value of θ0 typically falls between 10° and 18°. For low-center-of-gravity sedans, θ0 can be calibrated to 10° to 12°; for high-center-of-gravity SUVs and pickup trucks, θ0 can be calibrated to 14° to 18°.

[0053] Z-axis acceleration reference value Calibration: Z-axis acceleration reference value It reflects the vertical impact response characteristics of a vehicle at the moment of water entry, and its magnitude is closely related to the vehicle's curb weight, water entry speed, and water entry angle.

[0054] In this embodiment, Calibration was performed using a combination of real-vehicle drop tests and simulations. Specifically, the vehicle was dropped into water at different pitch angles (5°~30°) and different vertical velocities (0.5~2 m / s), and the peak Z-axis acceleration was measured at the IMU mounting position in the central tunnel of the vehicle. Regression analysis was conducted on the calibration results to establish a relationship between the curb weight m and... The mapping relationship between them is stored as a two-dimensional look-up table within the ECU:

[0055] in The vertical velocity at the instant of entry into the water. The pitch angle at the moment of entry into the water.

[0056] To simplify the calibration process and ensure engineering feasibility, this embodiment employs a normalization method, defining Az0 as a function of the vehicle's curb weight m, and pre-setting the water entry velocity. Pitch angle As a standard calibration condition:

[0057] in: The curb weight of the reference vehicle is 1 kg in this embodiment. The peak value of Z-axis acceleration measured under standard calibration conditions for the reference vehicle model (0.8g in this embodiment); , which is the standard gravitational acceleration.

[0058] For example, for a large SUV with a curb weight of 0kg, its Az0 calibration value is approximately For a small car with a curb weight of 1kg, its The calibration value is approximately .

[0059] Taking into account the physical range of various vehicle models, The calibration value usually falls between 0.6g and 1.0g.

[0060] The water level rise rate benchmark value V0 represents the typical rise rate of the water level outside the vehicle in a real water-falling situation. Its physical meaning is that after the vehicle plunges into the water, the water level in front of the vehicle will rise rapidly at a speed of several centimeters per second.

[0061] The calibration is based on the geometry of the front of the vehicle, specifically, on the height difference between the lowest point of the front bumper and the lowest point of the door sill.

[0062] in: The lowest point of the car door sill is the height from the ground (unit: cm). The lowest point of the front bumper is the height from the ground (unit: cm). The time (in seconds) for the water level to rise from the lowest point of the front bumper to the lowest point of the door sill is taken as 2~3 seconds in this embodiment based on CFD simulation.

[0063] To simplify the engineering implementation, this embodiment uses an empirical formula:

[0064] The constant 20cm represents the height of a typical car door sill from the ground.

[0065] Taking a car with a ground clearance of 20cm as an example, its Substituting into the above formula, we get For an SUV with a ground clearance of 30cm, .

[0066] Based on the calibration results of various vehicle models, The value range is usually between 4 and 8 cm / s.

[0067] The three benchmark values ​​mentioned above are calibrated and written into the ECU before the vehicle leaves the factory, requiring no user intervention during use. For vehicles equipped with OTA (Over-The-Air) updates, parameters can also be updated via the cloud to cover special operating conditions.

[0068] S4. Waterfall determination based on dynamic confidence level K value: Based on the completion of working condition identification and benchmark value calibration, the ECU executes the water-fall judgment logic according to a fixed time period (10ms period in this embodiment, i.e. Hz execution frequency).

[0069] This invention does not employ the traditional multi-condition hard threshold AND gate judgment method (i.e., all parameters must exceed a fixed threshold before it is determined to be submerged in water). Instead, it fuses multiple dimensions of perception data into a continuous scalar, the submerged water confidence coefficient K. This coefficient characterizes the degree of confidence that the vehicle is in a true submerged state at the current moment; the larger the value, the higher the confidence.

[0070] The K value is calculated as follows: The ECU acquires three key measured values ​​at the current moment: pitch angle θ, Z-axis acceleration Az, and the rate of rise of the water level outside the vehicle. .

[0071] For each measured value, calculate its dimensionless ratio to the corresponding benchmark value:

[0072]

[0073]

[0074] The three ratios mentioned above represent the degree to which the current attitude deviates from static equilibrium, the degree to which the current impact intensity deviates from a typical water-falling impact, and the degree to which the current water level rise rate deviates from a typical water-falling inflow rate, respectively.

[0075] Then, the three ratios are weighted and summed to obtain the confidence coefficient K:

[0076] in: The preset weighting coefficients for the pitch angle term are used to characterize the contribution of attitude information to the overall judgment. The preset weighting coefficient for the Z-axis acceleration term is used to characterize the contribution of impact dynamics information to the overall judgment. The preset weighting coefficient for the water level rise rate term is used to characterize the contribution of water level change information to the overall judgment.

[0077] The three weighting coefficients mentioned above satisfy the normalization constraint:

[0078] The weighting coefficients reflect the varying importance of each physical quantity in determining whether a person has fallen into water. In a preferred embodiment of the invention, based on statistical analysis of a large amount of data on water accidents, the following is set:

[0079] The physical meaning of the above values ​​is as follows: the attitude angle (pitch) and vertical impact acceleration are the most critical indicators for determining whether a vehicle has entered the water, each accounting for 40% of the weight; the water level rise rate provides auxiliary verification information, accounting for 20% of the weight. This weight allocation ensures that even if the water level sensor fails briefly at the moment of impact (e.g., the wiring harness breaks), as long as the attitude and acceleration signals meet the conditions, the K value may still reach the judgment threshold.

[0080] To avoid drastic changes in the K value caused by transient noise or extreme spike pulses in the sensor, which could lead to misjudgment, this invention introduces a two-stage smoothing mechanism in the K value calculation process: Level 1: Single-parameter RC low-pass filter Before inputting the measured values ​​into the K-value calculator, each raw measured value is first subjected to a first-order RC low-pass filter:

[0081] in: This is the original sampled value at the current moment; This is the filtered output value at the current moment; The sampling period is 10ms in this embodiment. For the filter coefficients, the value in this embodiment is [value]. The corresponding cutoff frequency is approximately 10Hz.

[0082] This filtering stage can effectively suppress high-frequency noise caused by liquid surface fluctuations, road bumps, and electromagnetic interference, while maintaining a fast response to real water-falling signals (usually low-frequency slowly changing signals).

[0083] After calculating the K value at each time step, it is stored in a circular buffer of length 20 sampling points (corresponding to a time window of ms). The arithmetic mean of all K values ​​within this window is taken as the final K value for judgment.

[0084] in .

[0085] The sliding window averaging further smooths out short-term fluctuations in the K value, making the judgment results more robust.

[0086] The smoothed K value is compared with three preset confidence thresholds (first threshold). Second threshold Third threshold The comparison is performed, and a three-level decision logic is executed.

[0087] In a preferred embodiment of the present invention, the values ​​of the three thresholds are set as follows:

[0088] The decision logic is as follows: Scenario 1: High-confidence water fall ( ) When the final confidence coefficient reaches 1.2 or higher, it indicates that the current vehicle status matches the physical characteristics of a real water immersion with a very high probability. In this case, the ECU immediately confirms the water immersion and proceeds to step S6 to execute the sunroof opening action, without waiting for any additional confirmation signal.

[0089] The second scenario: suspected drowning ( ) When the final confidence coefficient is between 0.8 (inclusive) and 1.2 (exclusive), it indicates that the current vehicle state partially matches the characteristics of being submerged in water, but is not sufficient for high-confidence confirmation. In this case, the ECU enters a suspected submersion state and starts a delay timer (in this embodiment, the delay period is set to...). ), maintain monitoring without immediately implementing sunroofing actions.

[0090] During the delay, the ECU continues to sample and update the K value at a frequency of Hz. After the ms delay ends, the ECU takes the moving average of all K values ​​during the delay period and recalculates a retest confidence coefficient. :

[0091] in .

[0092] If the retest result If the result is ≥0.9, the fall into the water is confirmed, and the process proceeds to step S6 to execute the skylight action; if the retest result is still below 0.9, monitoring continues, and no action is executed.

[0093] The delay mechanism of this millisecond is of great significance in practical applications: it can effectively filter the instantaneous K-value pulse (usually lasting only tens of milliseconds) generated by vehicle tires running over deep puddles, avoiding false triggering in high-speed water wading scenarios.

[0094] The third scenario: Not falling into the water ( ) When the final confidence coefficient is below 0.8, it indicates that the current vehicle status does not meet the physical characteristics of falling into water. In this case, the ECU determines that it is not a water-falling condition, does not perform any sunroof operation, and returns to step S1 to continue normal monitoring.

[0095] To completely eliminate the possibility of accidentally opening the sunroof when a vehicle is parked in heavy rain due to rising water levels, this invention introduces an independent hardware-level safety interlock condition, namely a mandatory safety fallback mechanism, in step S4.

[0096] This mechanism is independent of the calculation and determination of the K value, and takes precedence over all K value determination results at the logical level. Before outputting the sunroof opening command, the ECU first forcibly verifies the following conditions:

[0097] in As a safety margin, the angle threshold is set to [value] in this embodiment. .

[0098] The sunroof opening action is permitted only if the current pitch angle θ is greater than or equal to 5°. If θ < 5° (i.e., the vehicle is basically level), the ECU will forcibly prevent the sunroof from opening, regardless of the calculated value of K, and will return to step S1 to continue monitoring.

[0099] The physical basis of this mechanism is that in a real water-falling accident, due to the weight of the engine compartment, the front of the vehicle will inevitably sink and the pitch angle will increase after entering the water; while the road flooding caused by heavy rain is a still water scenario, and the vehicle's attitude remains basically unchanged (θ≈0°). This fallback condition is based on pure physical geometric relationships and does not rely on any software algorithms. In the functional safety (ISO 26262) architecture, it belongs to the ASIL-D level of independent safety mechanism.

[0100] S5. Millisecond-level power switching: After confirming the water level has fallen into the water and before opening the sunroof, this invention first performs a rapid detection of the main power supply status and performs the necessary power switching to ensure the reliability of the power supply to the control system throughout the entire process.

[0101] The ECU reads the main battery voltage in real time through the power monitoring interface. and current .

[0102] Immediately after the water submersion is confirmed (i.e., time T0), the ECU performs the following rapid assessment:

[0103] If both of the above conditions are met, it indicates that the main battery is in normal condition and the system continues to be powered by the main battery.

[0104] If any of the following abnormal conditions are detected: Main battery voltage (This indicates that the battery is severely depleted or that the internal plates have broken due to an impact.) Absolute value of sudden change in main battery current (This indicates that the battery terminals have become loose due to an impact, or that a short circuit has occurred in the main power supply circuit.) The ECU then determines that the main power supply has failed or is about to fail and immediately performs a backup power switch.

[0105] The activation of the backup power supply is accomplished by an independent hardware comparator inside the ECU in conjunction with a high-speed MOSFET switch, without relying on software interrupt response, thus ensuring switching speed.

[0106] The activation process is as follows: When the ECU detects that the voltage is lower than 9V or the current surge exceeds the limit through the ADC, the hardware comparator outputs a high-level drive signal within ≤50ms, closes the MOSFET switch, and connects the output of the backup power supply to the power supply bus of the ECU and the power supply bus of the sunroof controller.

[0107] The backup power supply uses two 26650 lithium iron phosphate cells connected in series (nominal voltage 6.4V, capacity 2Ah), and integrates a DC-DC boost circuit. Within 10ms after activation, the output voltage is stabilized to 12V±0.5V to meet the power supply requirements of the sunroof motor and ECU.

[0108] The backup power supply is encapsulated in an IP67-rated aluminum alloy housing and fixed to the inside of the crossbeam under the rear seats. This location is in an area with minimal deformation in both frontal and side collisions, and the IP67 protection rating ensures that it can still function normally after being submerged in water at a depth of 1 meter for 30 minutes.

[0109] S6. Two-level sunroof execution strategy: Once it is confirmed that the submersion has occurred and the power supply system is functioning normally, the ECU sends a sunroof control command to the actuator module. To prevent water backflow caused by premature full opening of the sunroof and to avoid timing mismatch issues such as the sunroof opening before the occupants are freed, this invention employs a two-stage opening strategy.

[0110] The moment when the water immersion is confirmed is recorded as T0. At time T0, the ECU immediately sends the first-level opening command to the sunroof controller.

[0111] Upon receiving the instruction, the sunroof controller performs the following operations: deactivates the sunroof anti-pinch function (by writing a specific register value through a dedicated anti-pinch deactivation interface); drives the sunroof motor to run at a low speed in the positive direction at 25% of the rated torque; when the sunroof is opened to 5% of the total travel (corresponding to a gap width of approximately 2cm), the motor stops and enters a holding state.

[0112] The physical function of pre-opening the sunroof gap is to disrupt the long-term static friction between the sunroof rails and the slider. After prolonged use, the grease on the sunroof rails may dry out or harden, resulting in an initial static friction coefficient much higher than the dynamic friction coefficient. By pre-opening at low speed and with low torque, static friction is converted into lower dynamic friction, creating favorable mechanical conditions for subsequent high-speed full-stroke opening. It also balances the air and water pressure differences between the inside and outside of the vehicle. When a vehicle enters water, as the front of the vehicle sinks, the air inside is compressed, creating positive pressure. If the sunroof is completely closed while waiting for occupants to escape, the air pressure inside the vehicle will gradually increase, increasing the upward pressure on the sunroof glass. The gap provides a small channel for airflow, effectively preventing the mechanism from locking due to pressure differences. Finally, it provides an emergency pry point for occupants. Even if full opening fails, the 2cm gap width is sufficient for occupants to insert a crowbar or rescue tools for manual dismantling.

[0113] Once the sunroof is in the 5% gap-holding state, the ECU continuously monitors the following four trigger conditions. If any one of these conditions is met, full opening is executed: Condition a: The driver's seatbelt buckle is loose. The ECU continuously reads the voltage level of the seatbelt buckle locking signal sensor. When the signal transitions from high (locked) to low (released), it indicates that the occupant has actively released the restraints. This transition is edge-triggered, and the ECU response delay is less than 10ms.

[0114] Condition b: The weight occupied by the driver's seat is reduced by more than 20kg. The ECU continuously reads the analog voltage value from the seat occupancy pressure diaphragm sensor and converts it into the current weight borne by the seat. .when Compared to the reference value at the moment before water entry When the reduction exceeds 20kg, that is:

[0115] This indicates that the occupant has gotten up from their seat. The 20kg threshold setting is based on the typical range of an adult's upper body weight, which effectively captures the occupant's movement while avoiding false triggering caused by vehicle vibrations.

[0116] Condition c: The vehicle pitch angle drops to below 5° The ECU continuously reads the pitch angle θ output by the IMU. When the vehicle becomes more level or the rear sinks due to continuous water ingress, the pitch angle will gradually return to positive from its initial negative value (front down). When θ rises from less than -5° to greater than -5°, it indicates that the water level inside the vehicle is close to equilibrium. At this point, the sunroof will not jam due to excessive pressure difference between the inside and outside.

[0117] Condition d: The fallback timer times out When the first stage of activation is completed, the ECU starts a 7-second hardware timer. If the timer expires and none of the aforementioned conditions a, b, and c are met, the ECU forcibly triggers the second stage of activation. This fallback mechanism ensures that even if occupants are unconscious or injured due to the impact and unable to unfasten their seatbelts, the system can still automatically open the sunroof before the vehicle completely sinks, preserving a final chance for passive escape.

[0118] When any of the above conditions are met, the ECU sends a second-level opening command to the sunroof controller. Upon receiving this command, the sunroof controller: confirms that the anti-pinch function is still in the deactivated state; increases the drive torque to % of the rated torque; and reverses the drive motor at full speed (in the opening direction), targeting % of the total sunroof travel.

[0119] During the opening process, the sunroof controller monitors the motor current in real time through an internal current sampling resistor. Under normal circumstances, the time taken to go from 5% to 6% for the entire journey is no more than 3 seconds.

[0120] If, during the opening process, the motor current is detected to continuously exceed 5 times the rated current for more than ms (i.e., the motor is stalled), the sunroof controller determines that it is mechanically stuck (possibly due to the distortion of the guide rail caused by vehicle body deformation). At this time, the sunroof controller executes the following strategies: immediately cut off the motor power supply to prevent the winding from overheating and burning out; wait ms, then attempt to open it once with reverse voltage (i.e., briefly move it slightly in the closing direction to release the stuck stress); and then open it again with forward torque.

[0121] If the second attempt also results in a stall, the sunroof controller permanently abandons the attempt and will not perform a third retry. This strategy prevents repeated stalling when the guide rails are already plastically deformed, which could lead to the motor windings melting and the carbon brushes and commutator welding shut, thus completely locking the sunroof's mechanical structure and preventing any possibility of subsequent manual dismantling.

[0122] S7. Linkage Assistance and Maintenance Mode: Upon confirming the vehicle has fallen into the water and sending the first-level opening command to the sunroof controller, the ECU simultaneously executes the following auxiliary actions: It sends a command to the Body Control Controller (BCM) via the CAN bus to force the interior reading lights to their maximum brightness (to provide illumination guidance for occupants in murky water); it activates the vehicle's hazard warning lights (double flashers) via a hard-wired drive signal to mark the vehicle's location at night or in low-visibility waters, facilitating external rescue; and it sends an unlock command to the power tailgate controller via the CAN bus to release the mechanical lock of the tailgate latch, allowing the tailgate to be passively pushed open under internal water pressure, providing occupants with a second escape route besides the sunroof.

[0123] To prevent vehicles from accidentally falling into water during maintenance (such as when performing functional tests on a car wash platform or lift), this invention incorporates a maintenance mode authentication module into the system.

[0124] Activation of maintenance mode requires both of the following conditions to be met simultaneously: (a) The physical hardwired toggle switch located inside the passenger glove box is switched to the “maintenance” position. This switch is a normally open micro switch with an IP67 protection rating, and its closing signal is directly input to the dedicated enable terminal of the ECU. (b) The external diagnostic equipment sends a maintenance authorization message to the ECU through the OBD interface. The message is a 128-bit AES encrypted seed-key challenge response sequence. The ECU must decrypt and verify the message after receiving it to make it valid.

[0125] Both of the above conditions are indispensable. In other words, even if the diagnostic equipment successfully sends an encrypted message, the ECU will not enter maintenance mode if the physical switch is not turned on; conversely, even if the physical switch is accidentally turned on, the ECU will not enter maintenance mode without a legitimate encrypted message.

[0126] Once the maintenance mode is activated, the ECU will completely disable all water-fall detection logic for 30 minutes. After the timeout period, or when the vehicle's ignition switch (IGN) is switched from ON to OFF, the maintenance mode will automatically deactivate, and the system will restore full water-fall detection functionality.

[0127] In addition, if the ECU receives a collision signal (any airbag or seat belt pretensioner deployment signal) broadcast by the airbag control unit (ACU) via the CAN bus, the ECU will force exit the maintenance mode and restore the water inrush monitoring even if it is in maintenance mode, ensuring that the vehicle's safety functions are not accidentally locked in the event of an accident.

[0128] In some embodiments, the sunroof control system for vehicle flood escape may include multiple functional modules composed of computer program segments. The computer programs for each program segment in the sunroof control system for vehicle flood escape may be stored in the memory of a computer device and executed by at least one processor to perform (see details). Figure 1 (Description) Function for controlling the sunroof in case a vehicle falls into water and needs to escape.

[0129] In this embodiment, the sunroof control system for vehicle water escape can be divided into multiple functional modules according to its functions. A module, as referred to in this invention, is a series of computer program segments that can be executed by at least one processor and perform a fixed function, stored in memory. In this embodiment, the functions of each module will be detailed in subsequent embodiments.

[0130] The multimodal perception module includes: a water level monitoring unit for collecting water levels outside and inside the vehicle; an attitude monitoring unit for collecting vehicle pitch angle and Z-axis acceleration; an occupant status monitoring unit for collecting occupant seat belt locking status and occupant seat weight; and a power monitoring unit for collecting main power status. The vehicle operating condition identification module is used to identify the current vehicle operating condition based on the vehicle's ignition signal, vehicle speed signal, wheel speed difference signal, and vibration spectrum of the inertial measurement unit. The decision control module is communicatively connected to the multimodal perception module and the vehicle operating condition recognition module, and is used to execute the method as described in any one of claims 1 to 7; The actuator module, which is communicatively connected to the decision control module, includes at least a sunroof controller, an interior reading light controller, a hazard warning light controller, and an electric tailgate controller, for performing two-stage sunroof opening, audible and visual indication, and tailgate unlocking actions; The system also includes a high-reliability power supply module, comprising a main power supply and a backup power supply. The backup power supply is electrically connected to the decision control module and is used to supply power to the decision control module when the main power supply fails.

[0131] See Figure 1 The system principle block diagram shown indicates that the sunroof control system for vehicle water escape provided by this invention adopts a distributed modular design in its overall architecture, consisting of five major functional modules: a multimodal perception module, a vehicle operating condition identification module, a decision control module, an actuator module, and a high-reliability power supply module.

[0132] The multimodal perception module and vehicle condition recognition module are connected to the decision control module via a CAN bus and a hard-wired interface, respectively. After determining whether the vehicle has fallen into the water, the decision control module sends control commands to the actuator module via the CAN bus. The high-reliability power supply module provides power to the above modules through a main power supply circuit and a backup power supply circuit.

[0133] The multimodal perception module is responsible for collecting multidimensional physical quantity signals required for determining whether a vehicle has fallen into water. Specifically, it includes a water level monitoring unit, an attitude monitoring unit, an occupant status monitoring unit, and a power monitoring unit.

[0134] The water level monitoring unit consists of an external liquid level sensor group and an internal water immersion sensor group.

[0135] The external liquid level sensor uses a diffused silicon level transmitter with a range of 0~10m and an IP68 protection rating. In this embodiment, three external liquid level sensors are installed: the first sensor is mounted laterally in the center of the inner side of the front bumper to collect real-time water depth signals in front of the vehicle; the second and third sensors are respectively mounted on the lower part of the left and right A-pillars, approximately 20cm above the ground, for redundancy verification and to provide differential calculation basis for the rate of rise of the external water level.

[0136] The vehicle interior water immersion sensor is installed at the lowest point of the driver's side floor drain, and the vehicle interior water immersion sensor is installed at the lowest point of the passenger side floor drain. Both use an electrode-based principle, and their detection threshold is set to a water level height of ≥5cm to eliminate false alarms caused by slight condensation or water spillage on the floor surface. The sensor output signal is a switching signal, directly connected to the ECU's GPIO port.

[0137] The attitude monitoring unit employs a six-axis inertial measurement unit (IMU), which integrates a three-axis MEMS accelerometer and a three-axis MEMS gyroscope. The IMU's sampling frequency is set to Hz, the accelerometer's range is ±16g, and the gyroscope's range is ±0° / s, meeting AEC-Q automotive-grade certification requirements.

[0138] The IMU is mounted on a rigid structure in the center of the vehicle body, a location where structural deformation is minimized during vehicle collisions and water impacts. The IMU and ECU exchange data at high speed via the SPI bus. After receiving the raw data from the IMU, the ECU first uses a rotation matrix to transform the measurements from the IMU's carrier coordinate system to the vehicle coordinate system to eliminate systematic errors caused by the mounting angle.

[0139] The occupant status monitoring unit includes a seatbelt buckle locking signal sensor and a seat occupancy pressure diaphragm sensor.

[0140] The seatbelt buckle locking signal sensor is a Hall effect proximity switch, installed inside the driver's seatbelt buckle. When the latch is inserted into the buckle, it outputs a high-level signal (logic "1"), and when it is pulled out, it outputs a low-level signal (logic "0"). This digital signal is directly connected to the ECU's GPIO port.

[0141] The seat occupancy pressure diaphragm sensor is a piezoresistive thin-film sensor, installed between the foam layer and the cover of the driver's seat cushion. Its equivalent resistance changes linearly with the pressure on the seat surface, and is converted into a 0~5V analog voltage signal by a voltage divider circuit before being connected to the ADC channel of the ECU. The sensor is calibrated in four quadrants before leaving the factory, with a measurement accuracy of ±2kg and a range of 0~150kg.

[0142] The power monitoring unit consists of a manganese copper shunt resistor and a dedicated current-sensing amplifier, integrated at the negative terminal of the main battery. The shunt resistor has a resistance of 0.1mΩ and an accuracy of ±0.5%. The current-sensing amplifier uses a zero-drift architecture to amplify the weak differential voltage across the shunt resistor and output it to the ECU's ADC channel. The voltage signal is attenuated to the 0~5V range via a resistor divider network before being fed into the ADC.

[0143] The vehicle operating condition identification module is integrated into the software state machine inside the ECU. By analyzing the vehicle signals on the CAN bus and the vibration spectrum of the IMU, it can automatically identify the current operating condition of the vehicle.

[0144] The inputs of the operating condition identification module include: the ignition signal IGN (from BCM), vehicle speed signal (from ABS / ESC controller), and four-wheel wheel speed difference signal (from ABS / ESC controller) obtained via CAN bus; and the composite amplitude and spectral characteristics of the IMU three-axis acceleration obtained via SPI bus.

[0145] The operating condition recognition module has pre-defined recognition logic for four types of vehicle operating conditions: Trailer transport conditions: IGN=OFF, wheel speed difference >5km / h, and variance of the combined amplitude of the IMU triaxial acceleration <0.05g. 2 ; Automatic car wash operation: vehicle speed <5km / h, and the IMU vibration spectrum has a significant energy peak in the 0.5~2Hz frequency band; Engine off and stationary: IGN=OFF, vehicle speed=0, and variance of the combined amplitude of the IMU three-axis acceleration <0.05g 2 ; Normal driving conditions: None of the above conditions are met.

[0146] The identification results from the working condition identification module are passed to the decision control module in the form of enumerated variables, serving as the basis for selecting the judgment threshold.

[0147] The decision control module uses a dedicated water escape ECU, whose hardware architecture includes: a 32-bit automotive-grade MCU (main frequency ≥ MHz, compliant with AEC-Q Grade 1), 2MB on-chip Flash memory, 512KB SRAM, one CAN FD controller, two LIN controllers, eight-channel 12-bit ADC, sixteen GPIOs and one SPI interface.

[0148] The ECU has the following built-in functional subunits: The signal preprocessing unit conditions the analog signal input from the multimodal sensing module. For the 4~20mA current signal from the external liquid level sensor, after being converted into voltage by the sampling resistor, it is hardware filtered by a second-order RC low-pass filter (cutoff frequency 10Hz) and then sent to the ADC for sampling.

[0149] The reference value storage unit is a dedicated partition in the ECU's internal Flash memory, used to store three reference values ​​calibrated before the vehicle leaves the factory: pitch angle reference value θ0, Z-axis acceleration reference value A z0 And the water level rise rate reference value V0. The above reference value is written via CAN bus when the vehicle rolls off the production line, and can be updated remotely via OTA afterwards.

[0150] The K-value calculation and judgment unit performs real-time calculation of the water-fall confidence coefficient K with a period of 10ms. It reads the latest measured value from the ADC register and GPIO port, reads the baseline value from Flash, calculates three dimensionless ratios, and then performs a weighted summation according to preset weights α=0.4, β=0.4, and γ=0.2. After processing by sliding window averaging (window length 20 sampling points), it is compared with three preset confidence thresholds and outputs three judgment results: confirmed water-fall, suspected water-fall, and no water-fall.

[0151] The actuator module and the decision control module are connected via a CAN bus and hard-wired driver circuitry, and their components are as follows: The sunroof controller is the core component of the actuator module. It integrates an H-bridge motor drive circuit (continuous output current ≥15A), a Hall position sensor interface, a current sampling resistor (for stall detection), and an anti-pinch function release register. The sunroof controller supports fine-tuned position control with a control accuracy better than 1% of the total sunroof travel. The sunroof controller receives sunroof opening commands from the ECU via hard-wired drive signals. The first-level opening command corresponds to a 25% duty cycle PWM drive signal, and the second-level opening command corresponds to a % duty cycle PWM drive signal.

[0152] The reading light controller communicates with the ECU via a LIN bus, while the hazard warning light controller and the electric tailgate controller receive linkage commands from the ECU via hard-wired signals and a CAN bus, respectively.

[0153] The high-reliability power module consists of a main power supply and a backup power supply.

[0154] The main power source is a vehicle-mounted 12V lead-acid battery with a rated capacity of 60~80Ah.

[0155] The backup power supply consists of two 26650 lithium iron phosphate cells connected in series, with a nominal voltage of 6.4V and a capacity of 2Ah. The backup power supply integrates a DC-DC boost circuit, which can boost the 6.4V input to 12V±0.5V output, with a continuous output current capability of ≥10A. The entire backup power supply is encapsulated in an IP67-rated aluminum alloy casing and fixed to the inside of the crossbeam under the rear seats.

[0156] The ECU integrates a hardware voltage comparator and a high-speed MOSFET switch. The inverting input of the voltage comparator is connected to the voltage divider sampling signal of the main power supply voltage, and the reference voltage is set to a reference level corresponding to 9V. When the main power supply voltage drops below 9V or the current surge exceeds A, the hardware comparator outputs a high-level drive signal within 50ms, closing the MOSFET switch and connecting the output of the backup power supply to the ECU power supply bus and the sunroof controller power supply bus.

[0157] The maintenance mode authentication module consists of a physical hardwired switch and an encrypted authentication unit.

[0158] The physical hardwired switch is a normally open microswitch with IP67 protection rating, installed inside the passenger-side glove box, and its output is connected to the ECU's dedicated enable pin GPIO via a hardwire.

[0159] The encryption and authentication unit is integrated inside the ECU and connects to the OBD interface via the CAN bus. It has a built-in 128-bit AES decryption engine. When the ECU's GPIO port detects the closing signal of the physical hard-wired switch, and the encryption and authentication unit successfully decrypts and verifies the authorized message transmitted from the OBD interface, the ECU enters maintenance mode.

[0160] Although the present invention has been described in detail with reference to the accompanying drawings and preferred embodiments, the present invention is not limited thereto. Various equivalent modifications or substitutions can be made to the embodiments of the present invention by those skilled in the art without departing from the spirit and essence of the invention, and such modifications or substitutions should all be within the scope of the present invention. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should also be covered within the protection scope of the present invention.

Claims

1. A sunroof control method for vehicle evacuation after falling into water, characterized in that, include: Collect vehicle perception data, which includes at least the water level outside the vehicle, the vehicle pitch angle, and the vehicle Z-axis acceleration; The water-falling confidence coefficient is calculated based on the perceived data. The water-falling confidence coefficient represents the degree of confidence that the vehicle is currently in a water-falling state. The calculation method is as follows: the ratio of the measured value of the vehicle pitch angle to its reference value, the ratio of the measured value of the vehicle Z-axis acceleration to its reference value, and the ratio of the measured value of the water level rise rate outside the vehicle to its reference value are multiplied by their respective preset weighting coefficients and then summed. The water-fall confidence coefficient is compared with multiple preset confidence thresholds to determine whether the vehicle has fallen into the water; After determining that the vehicle has fallen into the water, a two-stage sunroof opening strategy is implemented, including controlling the sunroof to open to a predetermined proportion of its total travel, and controlling the sunroof to open to its full travel when preset trigger conditions are met.

2. The method according to claim 1, characterized in that, The method further includes: The reference value of the vehicle pitch angle is pre-calibrated based on the ratio of the vehicle's center of gravity height to its wheelbase. The reference value of the vehicle's Z-axis acceleration is pre-calibrated based on the vehicle's curb weight through water impact simulation; The reference value for the rate of rise of the water level outside the vehicle is pre-calibrated based on the ground height of the lowest point of the vehicle door.

3. The method according to claim 1, characterized in that, The preset multiple confidence thresholds include a first threshold and a second threshold, wherein the first threshold is greater than the second threshold; the method for determining whether a vehicle has fallen into the water includes: When the confidence coefficient for falling into water is greater than or equal to the first threshold, it is directly determined to be falling into water; When the confidence coefficient of falling into water is between the second threshold and the first threshold, it enters the suspected falling into water state. After a predetermined delay, the confidence coefficient of falling into water is recalculated. If the recalculated confidence coefficient of falling into water is greater than or equal to the third threshold, it is determined to be falling into water. When the confidence coefficient for falling into water is less than the second threshold, it is determined that it is not falling into water.

4. The method according to claim 1, characterized in that, The preset triggering conditions include: The driver's seatbelt buckle has been detected to be loose; The driver's seat weight reduction exceeded a predetermined weight threshold. The vehicle pitch angle was detected to be less than a predetermined angle threshold. The timer starts counting from the completion of the first level and reaches the predetermined time threshold.

5. The method according to claim 1, characterized in that, The method further includes: When the vehicle pitch angle is less than the predetermined safe angle, the sunroof will not be opened regardless of the value of the water-falling confidence coefficient.

6. The method according to claim 1, characterized in that, The method further includes: The vehicle is determined to be in a stationary, off-state condition when the ignition signal, vehicle speed signal, and vibration signal output by the inertial measurement unit are acquired. When the ignition signal is off, the vehicle speed signal is zero, and the variance of the vibration signal output by the inertial measurement unit is less than a predetermined variance threshold, the vehicle is determined to be in a stationary, off-state condition. Under the condition of engine shutdown and stationary parking, the reference value of the rate of rise of the water level outside the vehicle is reduced by a predetermined ratio, while the reference values ​​of the vehicle pitch angle and the vehicle Z-axis acceleration remain unchanged.

7. The method according to claim 1, characterized in that, The method further includes: The vehicle is in trailer transport mode when the ignition signal, wheel speed signals of each wheel, and vibration signal output by the inertial measurement unit are acquired. When the ignition signal is off, the difference between the wheel speed signals of each wheel is greater than a predetermined wheel speed difference threshold, and the amplitude of the vibration signal output by the inertial measurement unit is less than a predetermined vibration amplitude threshold, the vehicle is determined to be in trailer transport mode. The system acquires vehicle speed signals and vibration signals output by an inertial measurement unit. When the vehicle speed signal is less than a predetermined vehicle speed threshold and the vibration signal output by the inertial measurement unit exhibits periodic vibration within a predetermined frequency range, the vehicle is determined to be in automatic car wash mode. When it is identified that the vehicle is currently in trailer transport or automatic car wash mode, the water-falling detection logic is completely blocked.

8. A sunroof control system for escaping a vehicle after it has fallen into water, characterized in that, include: The multimodal perception module includes: a water level monitoring unit for collecting water levels outside and inside the vehicle; an attitude monitoring unit for collecting vehicle pitch angle and Z-axis acceleration; an occupant status monitoring unit for collecting occupant seat belt locking status and occupant seat weight; and a power monitoring unit for collecting main power status. The vehicle operating condition identification module is used to identify the current vehicle operating condition based on the vehicle's ignition signal, vehicle speed signal, wheel speed difference signal, and vibration spectrum of the inertial measurement unit. The decision control module is communicatively connected to the multimodal perception module and the vehicle operating condition recognition module, and is used to execute the method as described in any one of claims 1 to 7; The actuator module, which is communicatively connected to the decision control module, includes at least a sunroof controller, an interior reading light controller, a hazard warning light controller, and an electric tailgate controller, for performing two-stage sunroof opening, audible and visual indication, and tailgate unlocking actions; The system also includes a high-reliability power supply module, comprising a main power supply and a backup power supply. The backup power supply is electrically connected to the decision control module and is used to supply power to the decision control module when the main power supply fails.

9. The system according to claim 8, characterized in that, The water level monitoring unit includes: At least one external liquid level sensor is installed on the inside of the front bumper and the lower part of the A-pillar to collect external water level signals; At least one in-vehicle water immersion sensor is installed in the driver's side floor drain and the passenger side floor drain to collect in-vehicle water level signals; The external liquid level sensor is a diffused silicon liquid level transmitter with a range of 0 to 10 meters and a protection rating of IP68.

10. The system according to claim 8, characterized in that, The decision control module also integrates a power monitoring interface, which is electrically connected to the negative shunt of the main power supply for real-time acquisition of the voltage and current signals of the main power supply. When the decision control module detects that the main power supply voltage is lower than 9V or the absolute value of the main power supply current change is greater than A, it outputs a backup power supply activation signal within 50ms. The decision control module also integrates a CAN / LIN bus communication interface, and the multimodal sensing module is connected to the decision control module through the CAN / LIN bus communication interface; the decision control module has a built-in RC low-pass filter circuit with a cutoff frequency of 10Hz, which is used to filter the analog signals acquired by the multimodal sensing module.

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