Vehicle shock absorber damping coefficient dynamic correction method, device and electronic equipment

Abstract

The application discloses a kind of vehicle shock absorber damping coefficient dynamic correction method, device and electronic equipment, the main idea of the application is that, first, the equivalent continuous noise of different road surface and the correlation of vehicle speed are established, the current road image is collected during driving, and the road surface condition is identified based on the road image, in combination with the identified road surface condition, current vehicle speed and the correlation, the damping coefficient of shock absorber is adjusted, so that the road feedback noise is matched to current vehicle speed and current road surface condition, to realize the adjustment of shock absorber damping coefficient, and then the passability of the whole vehicle can be effectively improved under the premise of taking into account comfort.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent vehicles, in particular to a vehicle shock absorber damping coefficient dynamic correction method and device and electronic equipment. BACKGROUND

[0002] With the rapid development of domestic and foreign automobile industry and new automobile technology, users have higher and higher requirements for the performance of vehicle comfort and drivability, and accordingly, comfort and drivability will affect the brand value and sales of automobiles.

[0003] The automobile shock absorber converts the potential energy of the spring and the vehicle body into heat energy through fluid damping, can reduce the vibration caused by the input of the road surface, and makes the convergence of the vehicle motion most reasonable, and adjusting the shock absorber characteristics to improve comfort and drivability has become the main research direction of various automobile manufacturers, but the difference in traffic infrastructure and road conditions is large, when the vehicle with poor shock absorber performance adjustment passes through the road surface in bad conditions or the deceleration zone, it will still cause discomfort to the driver and passengers in the vehicle, and even the chassis parts of the vehicle will be damaged due to poor passability.

[0004] The current more mainstream solution to improve passability is to use a high-power engine, the engine power is large, and the vehicle obtains more power; or, use hydraulic transmission, the starting torque of the hydraulic transmission gradually increases to eliminate the vibration of the transmission system; or, increase the number of drive wheels and drive strips, that is, 4x4 off-road mode; or, choose the right tire, the larger the tire diameter and width, the lower the air pressure, the larger the ground contact area; or, use a non-slip differential to prevent the torque distribution phenomenon of a common differential. However, the above solutions are not universal and have problems such as over-performance, so it is necessary to return to adjusting the shock absorber damping coefficient by analyzing the driving conditions to improve the passability of the whole vehicle (the goal is to reduce vibration feedback, which improves comfort).

[0005] During vehicle driving, vibrations are often caused by road conditions, wind direction, improper operation, etc., that is, the vibration isolation of the cab directly affects the driving comfort, so in order to meet the driving requirements and improve comfort, the damping of the cab shock absorber needs to be matched (adjust the shock absorber characteristics), but the matched damping is fixed and can only adapt to a single driving condition. SUMMARY

[0006] In view of the above, the present application aims to provide a vehicle shock absorber damping coefficient dynamic correction method and device and electronic equipment to solve the aforementioned technical problems.

[0007] The technical solutions adopted by the present application are as follows:

[0008] In a first aspect, the present application provides a dynamic correction method for damping coefficient of a vehicle shock absorber, comprising:

[0009] establishing a correlation between equivalent continuous noise and vehicle speed for different road surfaces in advance;

[0010] collecting a current road image and identifying a road surface condition based on the road image;

[0011] adjusting the damping coefficient of the shock absorber according to the road surface condition, the current vehicle speed and the correlation.

[0012] In at least one possible implementation manner, the road image is optimized in the following manner: from the center of the road image, a point-by-point search is performed to both sides of the center in units of rows.

[0013] In at least one possible implementation manner, the point-by-point search comprises:

[0014] obtaining a gray value of a pixel point and differencing gray values of adjacent points;

[0015] when the difference value is greater than a preset threshold value, storing the current row into a corresponding storage matrix and switching to a next row for repeated processing.

[0016] In at least one possible implementation manner, the point-by-point search further comprises: if a preset number of black lines are continuously searched, a range of the black line of a next row is estimated in combination with a tilt prediction mechanism.

[0017] In at least one possible implementation manner, the estimation of the range of the black line of the next row in combination with the tilt prediction mechanism comprises:

[0018] constructing a straight line connected by the searched points of the black line and calculating a slope of the straight line;

[0019] extending the straight line by using the slope and intersecting the next row to obtain a predicted black line position.

[0020] In at least one possible implementation manner, the correction method further comprises: verifying the adjustment value by a clustering algorithm and periodically rotating and distributing based on different road surface conditions.

[0021] In a second aspect, the present application provides a dynamic correction device for damping coefficient of a vehicle shock absorber, comprising:

[0022] a noise-vehicle speed relationship construction module configured to establish a correlation between equivalent continuous noise and vehicle speed for different road surfaces in advance;

[0023] a road condition identification module configured to collect a current road image and identify a road surface condition based on the road image;

[0024] A shock absorber damping adjustment module is configured to adjust the damping coefficient of the shock absorber according to the road surface condition, the current vehicle speed and the correlation.

[0025] In at least one possible implementation, the correction device further comprises a clustering verification and rotation distribution module.

[0026] The verification and rotation distribution module is configured to verify the adjustment value by a clustering algorithm and periodically rotate and distribute the adjustment value based on different road surface conditions.

[0027] In a third aspect, the present application provides an electronic device comprising:

[0028] One or more processors, a memory, and one or more computer programs, the memory can be a non-volatile storage medium, wherein the one or more computer programs are stored in the memory, the one or more computer programs comprise instructions, when the instructions are executed by the device, the device executes the method as in the first aspect or any possible implementation of the first aspect.

[0029] The main idea of the present application is to establish the correlation between the equivalent continuous noise of different road surfaces and the vehicle speed, collect the current road image during driving, and identify the road surface condition based on the road image, adjust the damping coefficient of the shock absorber in combination with the identified road surface condition, the current vehicle speed and the correlation, so as to match the road feedback noise to the current vehicle speed and the current road surface condition, so as to adjust the damping coefficient of the shock absorber, and effectively improve the passability of the vehicle under the premise of considering comfort. BRIEF DESCRIPTION OF DRAWINGS

[0030] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application will be further described below in combination with the drawings, wherein:

[0031] Figure 1 A flowchart of an embodiment of the vehicle shock absorber damping coefficient dynamic correction method provided by the present application;

[0032] Figure 2 A schematic diagram of an embodiment of the vehicle shock absorber damping coefficient dynamic correction device provided by the present application;

[0033] Figure 3 A schematic diagram of an embodiment of the electronic device provided by the present application. DETAILED DESCRIPTION

[0034] Embodiments of the present application are described in detail below with reference to the attached drawing figures, wherein like reference numerals refer to like elements or elements with similar functions throughout the figures. The embodiments described below are exemplary and are not intended to be limiting of the present application. Embodiments of the present application will be described with reference to the attached drawings, in which:

[0035] In order to effectively solve the aforementioned problems, the present application analyzes the damping characteristics of the vehicle shock absorber in the following two aspects:

[0036] (1) For the automobile suspension system, the suspension operation stability and ride comfort need to be considered together, but there is no reliable solution that takes both into account. The reasons are as follows. On the one hand, in order to achieve operation stability, the unsprung part (i.e. the tire assembly, the unsprung part is the shock absorbing part as a whole, here is an example to illustrate that the shock absorber piston speed is affected by road conditions) needs to respond quickly to road changes and needs to fully ensure its ground contact, and also needs to control the change of the vehicle body posture, at this time the shock absorber damping should be large enough. That is, the shock absorber piston speed and displacement distribution has a certain relationship with the road conditions, for example, when emergency starting, emergency braking, emergency turning, the piston speed is low and the amplitude is large, so it is expected to increase the damping force of the piston at this speed to improve the ride comfort and operation stability of the automobile.

[0037] On the other hand, for the NVH of ride comfort (the present application believes that when optimizing the performance of the shock absorber, the noise, vibration, harshness and driving performance of the vehicle should be considered), the shock absorber converts the body and wheel vibration into heat energy, and it is expected that the vibration (displacement) from the road can be transmitted to the vehicle body as little as possible, so at this time the smaller the damping is the better.

[0038] (ii) combined with the shock absorber piston speed-damping force characteristics and driving conditions, the road noise and shock absorber damping are related, which can include but not limited to: emergency start driving, front wheel lifting, rear wheel sinking, emergency braking driving, front wheel sinking, rear wheel lifting, emergency operation driving, around the road driving tire rotation, fast lane change tire rotation, driving over protrusions, large protrusions driving, small protrusions driving, joint road driving, general road driving, highway driving, bad road driving, residential road driving, etc.; for convenience of description, only some typical conditions are taken as examples, such as when the vehicle is in the conditions of emergency braking, lane changing, sudden starting, etc., the shock absorber piston is in low speed motion, and the NVH damping in this area is larger; when the vehicle is driving on ordinary road, joint road, small protrusion road, the shock absorber piston is in the middle speed section, this area is the common working condition of the vehicle, the shock absorber speed-damping characteristic curve in this area is smooth and relatively low; when the vehicle crosses large protrusions or drives on extremely bad road surface, the smaller the shock absorber damping force characteristic in this area is, the better.

[0039] But as mentioned before, this is also in conflict with improving the vehicle passability. Through actual small brick road test, the road noise of the vehicle, the shock absorber piston is in the middle speed section, at this time the compression hydraulic buffer mechanism does not work, the shock absorber damping characteristic does not change significantly, thus it is analyzed that the shock absorber with compression hydraulic buffer mechanism has no difference with the original state shock absorber in road noise spectrum characteristics.

[0040] Based on the foregoing analysis and actual test, the present application provides at least one embodiment of the dynamic correction method of the damping coefficient of the vehicle shock absorber, as shown in the following: Figure 1 Specifically, it can include:

[0041] Step S1, the correlation between the equivalent continuous noise of different road surfaces and the vehicle speed is established in advance;

[0042] According to the second point mentioned above, specifically, the relationship between the equivalent continuous noise Leq(dBA) and the vehicle speed V(km / h) is obtained by mathematical statistical calculation for different road types, as follows:

[0043] Asphalt concrete: Leq=10.93lgv+68.14, the correlation coefficient is r=0.849;

[0044] Cement concrete: Leq=12.691lgv+68.57, the correlation coefficient is r=0.961;

[0045] Gravel road: Leq=10.92lgv+70.92, the correlation coefficient is r=0.884;

[0046] Earth road: Leq=9.44lgv+74.05, the correlation coefficient is r=0.844; see the following schematic list:

[0047]

[0048]

[0049] The above table gives the test data of four example road surfaces at different vehicle speeds, which can support the adjustment of the damper damping based on different road types in the following, so as to facilitate the improvement of the vehicle passability under the premise of meeting the comfort.

[0050] Step S2, acquiring the current road image, and identifying the road surface condition based on the road image;

[0051] Specifically, a camera can be used for road recognition, and the current road condition information can be obtained in the system in the form of image pixels by processing a binary matrix containing 180*128 pixels.

[0052] It needs to be supplemented here that due to different external light reflection conditions and other factors, the actual collected road image contains a lot of noise (black lines, i.e. interference factors), and it is difficult to accurately identify the real situation of the current road when the image effect is poor, so the collected road image needs to be optimized, and in some preferred embodiments, the image noise can be corrected in the following way: from the center of the road image, search point by point to one side in units of rows, and after searching to one side, search to the other side of the center in the same way. The specific search method can be: obtaining the gray value of the pixel point, and making a difference between the gray values of adjacent points, when the difference is greater than a preset threshold, it means that the gray value changes, that is, it can be understood as searching for a black line, and the row is stored in the corresponding storage matrix, and then the next row is switched to repeat the processing. Based on this, further, it can also be considered that if a preset number of black lines are searched continuously, the range of the black line in the next row can be estimated by combining the tilt prediction mechanism, so as to reduce the calculation amount.

[0053] The specific operation of the combination of the tilt prediction mechanism to estimate the range of the black line in the next row can include: constructing a straight line connected by the points of the searched black lines, calculating the slope of the straight line, extending the straight line by using the slope and intersecting with the next row to obtain the predicted black line position.

[0054] Step S3, adjusting the damping coefficient of the damper according to the road surface condition, the current vehicle speed and the correlation.

[0055] The core of this step is to match the current vehicle speed and the current road surface condition by the noise value of different road surfaces to realize the adjustment of the damping coefficient of the damper, so as to effectively improve the passability of the whole vehicle under the premise of considering the comfort.

[0056] For example, the highway surface is flat, and the vibration is relatively small, at this time the damping can be appropriately adjusted; the rural road surface is poor, and the damping needs to be increased to reduce the resonance of the vehicle; when driving on a long-wave road surface, the displacement of the cab is large, and the vehicle is prone to limit problems, which can be avoided by further increasing the damping.

[0057] Therefore, it should be pointed out that from the safety point of view, the damping coefficient should be greater than the cement road, asphalt road and other similar road conditions when starting to adjust. For example: (1) When driving on a gravel road, and the vehicle speed is 2-60, the damping coefficient is adjusted to 1.2; when the speed exceeds 60, the damping coefficient is adjusted to 0.3. (2) When driving on a dirt road, and the speed is 2-60, the damping coefficient is adjusted to 1.2; when the speed exceeds 60, the damping coefficient is adjusted to 0.3. (1) When driving on a cement concrete road, and the speed is 2-60, the damping coefficient is adjusted to 0.3; when the speed exceeds 60, the damping coefficient is adjusted to 1.2. (3) When driving on an asphalt concrete road, the speed is 2-60, the damping coefficient is adjusted to 0.3; when the speed exceeds 60, the damping coefficient is adjusted to 1.2.

[0058] As shown in the above examples, after the shock absorber damping coefficient is switched from 0.3 to 1.2, the shock absorber damping increases, the energy absorbed by the shock absorber increases, and the maximum transmission force decreases, and the compression stroke also decreases. In addition, the damping force characteristics of the automobile shock absorber at low speed (below 0.3 m / s) will also affect the large amplitude body motion caused by emergency start, emergency braking, high speed lane changing, and sharp turning. The damping coefficient is adjusted to 0.3, and the damping force characteristics of the automobile shock absorber at medium speed (0.3 m / s-0.8 m / s) mainly affect the vehicle vibration comfort on small protrusion road surface. The damping coefficient is adjusted to 1.2, and the damping force of the shock absorber at high speed (above 0.8 m / s) affects the vehicle vibration comfort on large protrusion road surface.

[0059] As mentioned earlier, the shock absorber with a compression hydraulic buffer mechanism mainly changes the damping force characteristics at high speed, and the first peak value of the seat vibration impact on the speed bump (deceleration belt) will be worsened by about 50%, while the second peak value, the third peak value and the vibration decay are not obvious to the change of the damping force of the shock absorber.

[0060] Based on this, the application can also include: adjusting the numerical value by the clustering algorithm and periodically rotating and distributing the conditions of different road surfaces. The clustering algorithm mentioned here is a low-power adaptive clustering hierarchical protocol algorithm, which solves the optimal cluster head number by ACONC clustering algorithm, avoids too many or too few elected cluster heads, so as to rationalize the clustering; further, the cluster head election can be improved by considering the two factors of residual nodes and inter-node communication cost, and the randomness and rationality of the cluster head election are further improved, and the algorithm has better performance in life cycle.

[0061] In summary, the main idea of the application is to first establish the correlation between the equivalent continuous noise of different road surfaces and the vehicle speed, collect the current road image during driving, and identify the road surface condition based on the road image, combine the identified road surface condition, the current vehicle speed and the correlation, adjust the damping coefficient of the shock absorber, and match the road feedback noise to the current vehicle speed and the current road surface condition, so as to realize the adjustment of the damping coefficient of the shock absorber, and effectively improve the passability of the vehicle under the premise of considering comfort.

[0062] Corresponding to the above embodiments and preferred embodiments, the application also provides an embodiment of a vehicle shock absorber damping coefficient dynamic correction device, as shown in Figure 2 The specific components can include the following components:

[0063] The noise-vehicle speed relationship construction module 1 is used to pre-establish the correlation between the equivalent continuous noise of different road surfaces and the vehicle speed;

[0064] The road condition identification module 2 is used to collect the current road image and identify the road surface condition based on the road image;

[0065] The shock absorber damping adjustment module 3 is used to adjust the damping coefficient of the shock absorber according to the road surface condition, the current vehicle speed and the correlation.

[0066] In at least one possible implementation, the correction device further includes a clustering verification and rotation distribution module.

[0067] The verification and rotation distribution module is used to verify the adjustment value by the clustering algorithm, and periodically rotate and distribute based on different road surface conditions.

[0068] It should be understood that the above Figure 2The division of the components of the vehicle shock absorber damping coefficient dynamic correction device shown is only a logical functional division. In actual implementation, all or part of the components can be integrated into one physical entity, or can be physically separated. The components can be implemented in the form of software invoked by a processing element, in the form of hardware, or in the form of software invoked by a processing element and in the form of hardware. For example, a certain module described above can be a separately arranged processing element, or can be implemented in a certain chip of an electronic device. The implementation of other components is similar. In addition, all or part of the components can be integrated together, or can be independently implemented. In the implementation process, the steps of the above method or the above components can be completed by integrated logic circuits of hardware in a processor element or instructions in the form of software.

[0069] For example, the components above can be one or more integrated circuits configured to implement the above method, such as one or more application specific integrated circuits (ASICs), one or more digital signal processors (DSPs), one or more field programmable gate arrays (FPGAs), or the like. For another example, the components can be integrated together in the form of a system on a chip (SOC).

[0070] In summary of the above embodiments and preferred solutions, those skilled in the art can understand that, in actual operation, the technical concept involved in the present application can be applied to various embodiments. The following carriers are used as illustrative descriptions:

[0071] (1) An electronic device. The device can specifically include one or more processors, a memory, and one or more computer programs, wherein the one or more computer programs are stored in the memory, and the one or more computer programs include instructions that, when executed by the device, cause the device to perform the steps / functions of the above embodiments or equivalent embodiments.

[0072] The electronic device can specifically be a computer-related electronic device, such as various interactive terminals and electronic products, mobile terminals, and the like, but is not limited thereto.

[0073] Figure 3The structural schematic diagram of the embodiment of the electronic device provided by the present application is shown in the figure, and specifically, the electronic device 900 includes a processor 910 and a memory 930. The processor 910 and the memory 930 can communicate with each other through an internal connection path, transfer control and / or data signals, the memory 930 is used for storing a computer program, and the processor 910 is used for calling and running the computer program from the memory 930. The processor 910 and the memory 930 can be integrated into a processing device, and more commonly, they are independent components. The processor 910 is used to execute the program code stored in the memory 930 to realize the above functions. In specific implementation, the memory 930 can also be integrated in the processor 910, or independent of the processor 910.

[0074] In addition, in order to make the function of the electronic device 900 more perfect, the device 900 can further include one or more of an input unit 960, a display unit 970, an audio circuit 980, a camera 990 and a sensor 901. The audio circuit can further include a speaker 982 and a microphone 984. The display unit 970 can include a display screen.

[0075] Further, the device 900 can further include a power supply 950 for providing power to various devices or circuits in the device 900.

[0076] It should be understood that the operation and / or function of each component in the device 900 can be specifically referred to the description of the method, system and the like embodiments in the foregoing, and the detailed description is appropriately omitted here to avoid repetition.

[0077] It should be understood that Figure 3 The processor 910 in the electronic device 900 shown can be a system on chip (SOC), and the processor 910 can include a central processing unit (CPU) and can further include other types of processors, such as a graphics processing unit (GPU), and the like, which will be described in detail below.

[0078] In summary, the various processors or processing units inside the processor 910 can cooperate to realize the method flow described above, and the corresponding software programs of the various processors or processing units can be stored in the memory 930.

[0079] (2) A computer data storage medium, on which a computer program or the above-mentioned device is stored, when the computer program or the above-mentioned device is executed, so that the computer executes the steps / functions of the above-mentioned embodiments or equivalent embodiments.

[0080] In several embodiments provided by the present application, any function, if realized in the form of a software function unit and sold or used as an independent product, can be stored in a computer data storage medium. Based on such an understanding, some technical solutions of the present application or parts of the technical solutions that essentially contribute to the prior art can be embodied in the form of a software product as described below.

[0081] Especially, it is pointed out that the storage medium can be a server or a similar computer device, and specifically, the aforementioned computer program or the above-described device is stored in a storage device in the server or the similar computer device.

[0082] (3) A computer program product (which can include the above-described device) that, when running on a terminal device, causes the terminal device to execute the vehicle shock absorber damping coefficient dynamic correction method of the above-described embodiments or equivalent implementation manners.

[0083] From the above description of the embodiments, those skilled in the art can clearly understand that all or part of the above-described implementation methods can be implemented by means of software and the necessary general hardware platforms. Based on such an understanding, the above-described computer program product can include but is not limited to an APP.

[0084] In the foregoing, the above-described device / terminal can be a computer device, and the hardware structure of the computer device can further include at least one processor, at least one communication interface, at least one memory, and at least one communication bus; the processor, the communication interface, and the memory can all communicate with each other through the communication bus. The processor can be a central processing unit CPU, a DSP, a microcontroller, or a digital signal processor, and can further include a GPU, an embedded neural network processing unit (NPU), and an image signal processor (ISP); the processor can further include an application-specific integrated circuit ASIC or one or more integrated circuits configured to implement the embodiments of the present application, and the like; in addition, the processor can have a function of operating one or more software programs, and the software programs can be stored in a storage medium such as the memory; and the above-described memory / storage medium can include a non-volatile memory such as a non-removable disk, a U disk, a removable hard disk, an optical disk, and the like, and a read-only memory (ROM) and a random access memory (RAM).

[0085] In the embodiments of the present application, "at least one" means one or more, and "multiple" means two or more. The "and / or" describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the cases of A alone, A and B together, and B alone. Wherein A and B can be singular or plural. The character " / " generally represents an "or" relationship between the front and rear associated objects. "At least one of the following" and the like means any combination of these items, including any combination of single or multiple items. For example, at least one of a, b and c can represent: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, and c can be single or multiple.

[0086] Those skilled in the art can appreciate that the modules, units and method steps described in the embodiments disclosed in the specification can be realized by electronic hardware, computer software and a combination of electronic hardware and computer software. Whether the functions are realized in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different ways to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0087] In addition, the modules, units and the like described as separate components can or can not be physically separated, that is, they can be located in one place, or they can be distributed to multiple places, such as nodes of a system network. Specifically, part or all of the modules, units can be selected to achieve the purpose of the above-mentioned embodiment scheme according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0088] The above embodiments according to the drawings illustrate the structure, features and effects of the present application, but the above is only the preferred embodiment of the present application, and it should be noted that the technical features involved in the above embodiments and preferred modes can be reasonably combined and matched into various equivalent schemes by those skilled in the art without departing from or changing the design idea and technical effects of the present application. Therefore, the present application is not limited by the drawings shown, and any changes or modifications made in accordance with the concept of the present application, or equivalent embodiments that do not exceed the spirit of the specification and drawings, are still within the scope of protection of the present application.

Claims

1. A method for dynamically modifying the damping coefficient of a vehicle shock absorber, characterized in that, The method comprises the following steps: pre-establishing the correlation between the equivalent continuous noise and the vehicle speed on different roads; collecting the current road image and optimizing the road image, including: searching point by point from the center of the road image to both sides of the center in units of rows; if a preset number of black lines are searched continuously, the range of the black lines in the next row is estimated by combining the tilt prediction mechanism; wherein the tilt prediction mechanism comprises: constructing a straight line connected by the searched black line points, calculating the slope of the straight line, extending the straight line by using the slope and intersecting with the next row to obtain the predicted black line position; identifying the road surface condition based on the optimized road image; adjusting the damping coefficient of the shock absorber according to the road surface condition, the current vehicle speed and the correlation, including: verifying the adjustment value by clustering algorithm and periodically rotating and distributing different road surface conditions.

2. The method of claim 1, wherein, The point-by-point search comprises: obtaining the gray value of the pixel point and subtracting the gray value of the adjacent point; when the difference is greater than a preset threshold, the current row is stored in the corresponding storage matrix, and the next row is switched to repeat the processing.

3. A device for dynamically modifying the damping coefficient of a vehicle shock absorber, characterized in that it comprises: The method comprises the following steps: a noise-vehicle speed relationship construction module for pre-establishing the correlation between the equivalent continuous noise and the vehicle speed on different roads; a road condition identification module for collecting the current road image and optimizing the road image, including: searching point by point from the center of the road image to both sides of the center in units of rows; if a preset number of black lines are searched continuously, the range of the black lines in the next row is estimated by combining the tilt prediction mechanism; wherein the tilt prediction mechanism comprises: constructing a straight line connected by the searched black line points, calculating the slope of the straight line, extending the straight line by using the slope and intersecting with the next row to obtain the predicted black line position; identifying the road surface condition based on the optimized road image; a shock absorber damping adjustment module for adjusting the damping coefficient of the shock absorber according to the road surface condition, the current vehicle speed and the correlation, including: verifying the adjustment value by clustering algorithm and periodically rotating and distributing different road surface conditions.

4. The vehicle shock absorber damping coefficient dynamic correction device according to claim 3, characterized in that, The correction device further comprises a clustering verification and rotation distribution module. The verification and rotation distribution module is used to verify the adjustment value by clustering algorithm and periodically rotate and distribute different road surface conditions.

5. An electronic device, comprising: The method comprises the following steps: one or more processors, memories and one or more computer programs, wherein the one or more computer programs are stored in the memories, the one or more computer programs comprise instructions, when the instructions are executed by the electronic device, the electronic device executes the vehicle shock absorber damping coefficient dynamic correction method of any one of claims 1-2.

6. A computer data storage medium, characterized by The computer data storage medium stores a computer program, when the computer program runs on the computer, the computer executes the vehicle shock absorber damping coefficient dynamic correction method of any one of claims 1-2.

Images