A method and system for identifying speed humps

Abstract

The application discloses a speed bump recognition method and system, real-time vehicle information is acquired, the vehicle information at least includes the vertical acceleration signal of the vehicle body, the vertical acceleration signal of the vehicle body is filtered through a pre-designed filter set, the filtering result of the effective speed bump candidate identification is obtained, if the filtering result of the effective speed bump candidate identification meets the speed bump recognition condition, the target speed bump identification is obtained from the filtering result of the effective speed bump candidate identification, and the target speed bump identification is determined as the speed bump area, so as to ensure the accuracy of the acquired speed bump area, improve the vehicle auxiliary control, and the speed bump recognition mechanism is used for preventing the same speed bump from being repeatedly identified when the left and right wheels of the vehicle do not cross the speed bump at the same time.

Description

Technical Field

[0001] This application relates to the field of vehicle driver assistance technology, and more specifically, to a method and system for identifying speed bumps. Background Technology

[0002] Accurate identification of speed bumps on the road can support technologies such as autonomous driving assistance. Existing speed bump identification technologies primarily rely on map positioning and matching techniques.

[0003] Map matching and positioning technology relies on external information (such as maps) for identification, and the identification results are highly dependent on external information. As for speed bump area detection systems, they cannot guarantee the accuracy of speed bump area detection on their own.

[0004] Therefore, how to improve the accuracy of identifying speed bumps is a problem that this application urgently needs to solve. Summary of the Invention

[0005] In view of this, this application discloses a speed bump identification method and system, which aims to improve the accuracy of identifying speed bump areas, so as to ensure the accuracy of obtaining speed bump areas and improve vehicle auxiliary control.

[0006] To achieve the above objectives, the disclosed technical solution is as follows:

[0007] The first aspect of this application discloses a method for identifying speed bumps, the method comprising:

[0008] Real-time acquisition of vehicle information; the vehicle information includes at least the vehicle body vertical acceleration signal;

[0009] The vertical acceleration signal of the vehicle body is filtered by a pre-designed filter bank to obtain the filtered result of the effective speed bump candidate markers;

[0010] If the filtering result of the effective speed bump candidate identifiers meets the speed bump identification conditions, the target speed bump identifier is obtained from the filtering result of the effective speed bump candidate identifiers, and the target speed bump identifier is determined as the speed bump area to ensure the accuracy of obtaining the speed bump area and improve vehicle auxiliary control; wherein, the speed bump identification conditions are used to prevent the same speed bump from being repeatedly identified when the left and right wheels of the vehicle do not cross the speed bump at the same time.

[0011] Preferably, before filtering the vehicle body vertical acceleration signal using a pre-designed filter bank to obtain the filtered result of the effective speed bump candidate markers, the method further includes:

[0012] The vertical acceleration signal of the vehicle body is preprocessed; the preprocessing is used to reduce the probability of vertical acceleration fluctuations caused by random road surface excitation and misidentification of speed bump areas.

[0013] Preferably, the process of preprocessing the vertical acceleration signal of the vehicle body includes:

[0014] Obtain the maximum deviations of roll rate, pitch rate, and vertical acceleration from the vehicle information;

[0015] If the maximum deviation of the roll angular velocity is greater than a first preset threshold within a preset time period, the vertical acceleration information to be reduced is obtained, and the amplitude of the vertical acceleration information to be reduced is processed.

[0016] If, within a preset time period, the maximum deviation of the pitch angular velocity is greater than a second preset threshold and the maximum deviation of the vehicle body vertical acceleration is greater than a third preset threshold, the vertical acceleration information to be enhanced is obtained, and the amplitude of the vertical acceleration information to be enhanced is enhanced.

[0017] Preferably, the preset filter bank includes at least a variable parameter low-pass filter, a time-dimensional filter, and a spatial-dimensional filter. The step of filtering the vehicle body vertical acceleration signal using the pre-designed filter bank to obtain the filtered result of valid speed bump candidate markers includes:

[0018] The vertical acceleration signal of the vehicle body is subjected to variable parameter low-pass filtering using the variable parameter low-pass filter.

[0019] The time-dimensional filter is used to perform time-dimensional filtering on the vehicle body vertical acceleration signal after low-pass filtering with variable parameters.

[0020] The spatial dimension filter is used to perform spatial dimension filtering on the vehicle body vertical acceleration signal after time dimension filtering to obtain the filtering result of effective speed bump candidate markers.

[0021] Preferably, the step of performing variable parameter low-pass filtering on the vehicle body vertical acceleration signal through the variable parameter low-pass filter includes:

[0022] The down-adjustment filtering parameters are determined based on the down-adjustment vertical acceleration information, and the vehicle body vertical acceleration signal is down-adjusted and filtered using the down-adjustment filtering parameters.

[0023] The enhancement filtering parameters are determined based on the enhanced vertical acceleration information; and the vehicle body vertical acceleration signal is enhanced and filtered using the enhancement filtering parameters.

[0024] Preferably, the step of performing time-dimensional filtering on the vehicle body vertical acceleration signal after low-pass filtering with variable parameters through the time-dimensional filter includes:

[0025] The vertical acceleration waveform is obtained when all the wheels of the vehicle cross the same speed bump;

[0026] The vertical acceleration waveform characteristics corresponding to the vertical acceleration waveform are determined; the vertical acceleration waveform characteristics show a negative correlation with vehicle speed.

[0027] By monitoring the vertical acceleration waveform characteristics, the process of performing time-dimensional filtering on the vehicle body vertical acceleration signal after variable parameter low-pass filtering is completed.

[0028] Preferably, if the filtering result of the effective speed bump candidate identifiers meets the speed bump identification condition, the step of selecting the target speed bump identifier from the filtering result of the effective speed bump candidate identifiers includes:

[0029] Select target speed bump markers that meet the speed bump identification conditions from the effective speed bump candidate markers. The speed bump identification conditions include detecting a preset number of vertical acceleration fluctuations of the vehicle body between two effective speed bump candidate markers, and detecting that the vertical acceleration fluctuations of the vehicle body meet a preset time interval.

[0030] A second aspect of this application discloses a speed bump identification system, applied to the speed bump identification method described in any one of the first aspects, the system comprising:

[0031] A real-time acquisition unit is used to acquire vehicle information in real time; the vehicle information includes at least the vehicle body vertical acceleration signal.

[0032] The filtering unit is used to filter the vehicle body vertical acceleration signal through a pre-designed filter bank to obtain the filtered result of the effective speed bump candidate markers;

[0033] The filtering and determination unit is used to filter out the target speed bump identifier from the filtering results of the effective speed bump candidate identifiers if the filtering results meet the speed bump identification conditions, and determine the target speed bump identifier as the speed bump area, so as to ensure the accuracy of obtaining the speed bump area and improve vehicle auxiliary control; wherein, the speed bump identification conditions are used to prevent the same speed bump from being repeatedly identified when the left and right wheels of the vehicle do not cross the speed bump at the same time.

[0034] Preferred options also include:

[0035] The preprocessing unit is used to preprocess the vertical acceleration signal of the vehicle body; the signal preprocessing is used to reduce the probability of vertical acceleration fluctuations caused by random road surface excitation and misidentification of speed bump areas.

[0036] Preferably, the preprocessing unit includes:

[0037] The acquisition module is used to acquire the maximum deviation of roll rate, maximum deviation of pitch rate, and maximum deviation of vertical acceleration of the vehicle body from the vehicle information.

[0038] The down-adjustment processing module is used to obtain the vertical acceleration information to be down-adjusted if the maximum deviation of the roll angular velocity is greater than a first preset threshold within a preset time period, and to down-adjust the amplitude of the vertical acceleration information to be down-adjusted.

[0039] The enhancement processing module is used to obtain vertical acceleration information to be enhanced if, within a preset time period, the maximum deviation of the pitch angular velocity is greater than a second preset threshold and the maximum deviation of the vehicle body vertical acceleration is greater than a third preset threshold, and to enhance the amplitude of the vertical acceleration information to be enhanced.

[0040] As can be seen from the above technical solution, this application discloses a speed bump identification method and system. It acquires vehicle information in real time, including at least the vehicle's vertical acceleration signal. A pre-designed filter bank filters the vehicle's vertical acceleration signal to obtain filtered results of valid speed bump candidate identifiers. If the filtered results of the valid speed bump candidate identifiers meet the speed bump identification conditions, a target speed bump identifier is selected from the filtered results and identified as the speed bump area. This ensures the accuracy of acquiring the speed bump area and improves vehicle auxiliary control. The speed bump identification conditions prevent repeated identification of the same speed bump due to the vehicle's left and right wheels not crossing the speed bump simultaneously, thus improving the accuracy of speed bump area identification and improving vehicle auxiliary control. Furthermore, the information involved in this solution is all vehicle-related signals and does not require external system provision. The speed bump area identification method is universal and has strong system robustness. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0042] Figure 1This is a flowchart illustrating a speed bump identification method disclosed in an embodiment of this application;

[0043] Figure 2 This is a schematic diagram of automatic speed bump scene recognition disclosed in an embodiment of this application;

[0044] Figure 3 This is a schematic diagram of the structure of a speed bump identification system disclosed in an embodiment of this application. Detailed Implementation

[0045] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0046] In this application, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0047] As the background technology indicates, map matching and positioning technology relies on external information (such as maps) for assistance in identification, and the identification results are highly dependent on this external information. For speed bump area detection systems, the accuracy of speed bump area detection cannot be guaranteed on its own. Therefore, improving the accuracy of speed bump identification is a problem that this application urgently needs to solve.

[0048] To address the aforementioned issues, this application discloses a speed bump identification method and system. If the filtering results of valid speed bump candidate identifiers meet the speed bump identification conditions, a target speed bump identifier is selected from the filtering results and identified as the speed bump region. The speed bump identification conditions prevent the same speed bump from being repeatedly identified when the left and right wheels of a vehicle do not cross the speed bump simultaneously, thus ensuring the accuracy of obtaining the speed bump region and improving vehicle auxiliary control. Furthermore, the information involved in this solution consists entirely of vehicle body-related signals and does not require external system provision. The speed bump region identification method is universal and exhibits strong system robustness. Specific implementation details are provided in the following embodiments.

[0049] refer to Figure 1The diagram shown is a flowchart illustrating a speed bump identification method disclosed in an embodiment of this application. The speed bump identification method mainly includes the following steps:

[0050] S101: Real-time acquisition of vehicle information; vehicle information includes at least the vertical acceleration signal of the vehicle body.

[0051] In S101, when the vehicle is moving on a path containing speed bumps, real-time vehicle information is obtained through the speed bump area automatic recognition controller. The vehicle information includes vehicle speed information (Vx), vehicle vertical acceleration information (Acc_Z), vehicle pitch rate information (Gyro_Y), and vehicle roll rate information (Gyro_X).

[0052] It should be noted that since the vehicle's vertical acceleration signal contains fluctuations caused by random road surface excitation, signal preprocessing is performed on the original vertical acceleration signal in order to reduce the vertical acceleration fluctuations caused by random road surface excitation and decrease the probability of misidentification of speed bump areas.

[0053] The process of preprocessing the vertical acceleration signal of the vehicle body is shown in A1-A3.

[0054] A1: Obtain the maximum deviation of roll rate, pitch rate, and vertical acceleration of the vehicle body from the vehicle information.

[0055] A2: If the maximum deviation of the roll angular velocity is greater than the first preset threshold within a preset time period, the vertical acceleration information to be reduced is obtained, and the magnitude of the vertical acceleration information to be reduced is adjusted.

[0056] The preset time period can be within a continuous 300ms or within a continuous 400ms, etc. The specific preset time period is determined according to the actual situation, and this application does not make specific limitations.

[0057] The first preset threshold can be 5 degrees / second, 7 degrees / second, etc. The specific determination of the first preset threshold is based on the actual situation, and this application does not impose a specific limitation. The preferred first preset threshold of this application is 5 degrees / second.

[0058] For example, based on the magnitude of the vehicle's roll rate, data on vertical acceleration fluctuations can be filtered out. If the maximum deviation of the roll rate is greater than 5 degrees per second for 300 consecutive ms, the corresponding vertical acceleration information can be filtered out, and the amplitude of this vertical acceleration fluctuation can be reduced.

[0059] A3: If the maximum deviation of pitch angular velocity is greater than the second preset threshold and the maximum deviation of vehicle vertical acceleration is greater than the third preset threshold within a preset time period, the vertical acceleration information to be enhanced is obtained, and the amplitude of the vertical acceleration information to be enhanced is enhanced.

[0060] The second preset threshold can be 4 degrees / second, 6 degrees / second, etc. The specific determination of the second preset threshold is based on the actual situation, and this application does not impose a specific limitation. The preferred second preset threshold of this application is 4 degrees / second.

[0061] The third preset threshold can be 0.15 m / s 2 It could also be 0.17 m / s 2 The specific third preset threshold value is determined according to the actual situation, and this application does not impose specific limitations. The preferred third preset threshold value in this application is 0.15 m / s. 2 .

[0062] Considering that the A2 processing method affects the data on areas where coaxial wheels pass over speed bumps at different times, it may cause speed bumps to be missed. Therefore, the logic for judging pitch angle information is added to improve the accuracy of speed bump area identification. If the maximum deviation of pitch angle velocity is greater than 4 degrees / second for 300ms consecutively, and the maximum deviation of the vehicle's vertical acceleration is greater than 0.15m / s², the corresponding vertical acceleration information is filtered out, and the amplitude of this vertical acceleration fluctuation is enhanced.

[0063] S102: The vertical acceleration signal of the vehicle body is filtered by a pre-designed filter bank to obtain the filtered result of the effective speed bump candidate marks.

[0064] The preset filter bank includes at least a variable parameter low-pass filter, a time-dimensional filter, and a spatial-dimensional filter.

[0065] Specifically, the process of filtering the vehicle's vertical acceleration signal using a pre-designed filter bank to obtain the filtered results of effective speed bump candidate markers is shown in B1-B3.

[0066] B1: The vertical acceleration signal of the vehicle body is subjected to variable parameter low-pass filtering by a variable parameter low-pass filter.

[0067] In B1, a variable parameter low-pass filter is designed to filter the vehicle's vertical acceleration signal, thereby enhancing the amplitude of the vertical acceleration fluctuation caused by the speed bump and weakening the amplitude of the vertical acceleration fluctuation caused by the road surface, which facilitates the subsequent extraction of speed bump features.

[0068] The specific implementation method is as follows: based on the vehicle's vertical acceleration signal, pitch velocity signal, and roll velocity signal, according to the strategies A1-A3 above, determine the processing method (weakening / enhancing) for the vertical acceleration, and then select filter parameters of different values ​​to perform variable parameter low-pass filtering processing on the original vertical acceleration signal.

[0069] When the algorithm determines that vertical acceleration needs to be enhanced, the parameters of the variable parameter filter need to be increased, for example, the filter parameter can be set to 0.5; when the algorithm determines that vertical acceleration needs to be weakened, the parameters of the variable parameter filter need to be decreased, for example, the filter parameter can be set to 0.05.

[0070] The down-adjustment filtering parameters are determined based on the down-adjustment vertical acceleration information, and the vehicle body vertical acceleration signal is down-adjusted and filtered using the down-adjustment filtering parameters.

[0071] The enhancement filtering parameters are determined based on the enhanced vertical acceleration information; and the vehicle body vertical acceleration signal is enhanced and filtered using the enhancement filtering parameters.

[0072] B2: The vertical acceleration signal of the vehicle body after low-pass filtering with varying parameters is filtered in the time dimension using a time dimension filter.

[0073] In B2, the vertical acceleration information after variable-parameter low-pass filtering is further filtered in the time dimension, i.e., the process of a wheel crossing a speed bump. The vertical acceleration waveform exhibits certain characteristics, such as a typical trough-crest-trough pattern, and the wave frequency showing a negative correlation with vehicle speed. Based on these characteristics, the vertical acceleration waveform is detected to screen out candidate speed bump markers.

[0074] Specifically, the process of performing time-dimensional filtering on the vehicle vertical acceleration signal after low-pass filtering with variable parameters through a time-dimensional filter is shown in (1)-(3).

[0075] (1) Obtain the vertical acceleration waveform when each wheel of the vehicle crosses the same speed bump.

[0076] When a wheel goes over a speed bump, the vertical acceleration waveform has certain characteristics, such as a waveform that is generally in the form of trough-crest-trough.

[0077] (2) Determine the vertical acceleration waveform characteristics corresponding to the vertical acceleration waveform; the vertical acceleration waveform characteristics show a negative correlation with the vehicle speed.

[0078] (3) The vertical acceleration waveform is monitored by the characteristics of the vertical acceleration waveform, and the process of filtering the vehicle body vertical acceleration signal after variable parameter low-pass filtering is completed in the time dimension.

[0079] B3: By using a spatial dimension filter, the vertical acceleration signal of the vehicle body after the time dimension filtering is subjected to spatial dimension filtering to obtain the filtering result of the effective speed bump candidate markers.

[0080] It should be noted that since the front and rear wheels do not pass over the speed bump at the same time, and different tires will cause fluctuations in vertical acceleration when passing over the speed bump. Theoretically, when a vehicle passes over the same speed bump, there will be at least two candidate speed bump markers, and the relationship between the interval time and the vehicle's wheelbase and current speed is shown in formula (1).

[0081]

[0082] Where WheelBase is the wheelbase, v is the average vehicle speed, t is the time it takes for the vehicle to pass over the speed bump, and GainMax and GainMin are both travel distance scaling factors.

[0083] S103: If the filtering result of the effective speed bump candidate identifiers meets the speed bump identification conditions, the target speed bump identifier is selected from the filtering result of the effective speed bump candidate identifiers, and the target speed bump identifier is determined as the speed bump area to ensure the accuracy of obtaining the speed bump area and improve vehicle auxiliary control; wherein, the speed bump identification conditions are used to prevent the same speed bump from being repeatedly identified when the left and right wheels of the vehicle do not cross the speed bump at the same time.

[0084] Select target speed bumps that meet the speed bump identification criteria from the valid candidate speed bumps. The speed bump identification criteria include detecting a preset number of vertical acceleration fluctuations of the vehicle body between two valid candidate speed bumps, and the detected vertical acceleration fluctuations of the vehicle body satisfying a preset time interval.

[0085] The preset number of times is not specifically limited in this application. The preferred preset number of times in this application is 2 times.

[0086] When a vehicle's vertical acceleration fluctuates after its front wheels cross a speed bump, if the vertical acceleration fluctuates again and a valid speed bump candidate appears again, the result is determined as a speed bump area identification result, provided that the time condition of formula (1) is met. Within the time interval t, only one speed bump area identification result is confirmed. This is to prevent the same speed bump from being repeatedly identified when the left and right wheels of the vehicle do not cross the speed bump at the same time.

[0087] For example, at 0s, when the front wheels pass over the speed bump, the vehicle's vertical acceleration fluctuates, and this fluctuation is designated as a valid speed bump marker. After the front wheels cross the speed bump, the vertical acceleration fluctuation stops, and the vehicle continues forward. When the rear wheels cross the speed bump, the vehicle's vertical acceleration also fluctuates, and this fluctuation is also designated as a valid speed bump marker. These two valid speed bump markers are considered as one speed bump area identification result. If vertical acceleration fluctuations occur within the time interval between the front and rear wheels crossing the speed bump, Formula 1 is used for verification. If Formula 1 is not satisfied, it is not considered a valid speed bump marker.

[0088] When a vehicle experiences vertical acceleration fluctuations due to its front wheels crossing a speed bump, if vertical acceleration fluctuations occur again and a valid speed bump candidate mark appears again, the result is determined as a speed bump area identification result. Within a time interval of t, the filtering result of the valid speed bump candidate mark is determined to meet the speed bump identification condition.

[0089] This solution uses an automatic speed bump area recognition controller to acquire vehicle information in real time, such as vehicle speed (Vx), vertical acceleration (Acc_Z), pitch rate (Gyro_Y), and roll rate (Gyro_X). It then processes this information using the speed bump recognition method described above to identify the location of speed bump areas along the path.

[0090] The diagram below shows the signal interface of the automatic speed bump area identification controller. Figure 2 As shown.

[0091] Figure 2 In this process, the vehicle speed information (Vx), vehicle vertical acceleration information (Acc_Z), vehicle pitch rate information (Gyro_Y), and vehicle roll rate information (Gyro_X) are input to the speed bump area automatic recognition controller for filtering. According to the speed bump scene automatic recognition strategy, the target speed bump identifier is selected from the filtering results of the effective speed bump candidate identifiers, and the target speed bump identifier is determined as the speed bump area (DecelerationZone).

[0092] By utilizing a speed bump area recognition method, the location of speed bump areas in the path is identified, providing a reference for longitudinal motion control of assisted driving vehicles. The speed bump area recognition strategy proposed in this patent uses sensors such as wheel speed sensors, gyroscopes, and accelerometers. These sensors are standard equipment in vehicles with automated driving assistance functions, eliminating the need for additional sensors and effectively controlling vehicle production costs.

[0093] This solution identifies speed bump areas using vehicle status signals, does not rely on external signals or hardware devices, is unaffected by the environment, and features easy information acquisition, low cost, low hardware computing power requirements, and good system robustness.

[0094] This solution proposes a low-cost automatic speed bump area identification method. Compared to map positioning and image recognition methods, it requires no input signals other than vehicle body sensor information, no additional sensor equipment, and no significant increase in software computing power, thus ensuring production costs. Furthermore, all information involved in this invention consists of vehicle body-related signals, requiring no external system input. The speed bump area identification method is universal and exhibits strong system robustness.

[0095] In this embodiment, if the filtering result of the effective speed bump candidate identifiers meets the speed bump identification conditions, the target speed bump identifier is selected from the filtering result of the effective speed bump candidate identifiers, and the target speed bump identifier is determined as the speed bump area. The speed bump identification conditions are used to prevent the same speed bump from being repeatedly identified when the left and right wheels of the vehicle do not cross the speed bump simultaneously, so as to ensure the accuracy of obtaining the speed bump area and improve vehicle auxiliary control. In addition, the information involved in this solution is all vehicle body related signals, which do not require external system provision, and the speed bump area identification method has universality and system robustness.

[0096] Based on the above embodiments Figure 1 The present application discloses a speed bump identification method and a corresponding speed bump identification system. Figure 3 As shown, the speed bump identification system includes a real-time acquisition unit 301, a filtering processing unit 302, and a screening and determination unit 303.

[0097] The real-time acquisition unit 301 is used to acquire vehicle information in real time; the vehicle information includes at least the vertical acceleration signal of the vehicle body.

[0098] The filtering unit 302 is used to filter the vehicle body vertical acceleration signal through a pre-designed filter bank to obtain the filtered result of the effective speed bump candidate mark.

[0099] The filtering and determination unit 303 is used to filter out the target speed bump identifier from the filtering results of the effective speed bump candidate identifiers if the filtering results meet the speed bump identification conditions, and determine the target speed bump identifier as the speed bump area, so as to ensure the accuracy of obtaining the speed bump area and improve vehicle auxiliary control; wherein, the speed bump identification conditions are used to prevent the same speed bump from being repeatedly identified when the left and right wheels of the vehicle do not cross the speed bump at the same time.

[0100] Furthermore, the speed bump identification system also includes a preprocessing unit.

[0101] The preprocessing unit is used to preprocess the vertical acceleration signal of the vehicle body; the signal preprocessing is used to reduce the probability of vertical acceleration fluctuations caused by random road surface excitation and misidentification of speed bump areas.

[0102] Furthermore, the preprocessing unit includes an acquisition module, a downsampling module, and an enhancement module.

[0103] The acquisition module is used to acquire the maximum deviation of roll rate, maximum deviation of pitch rate, and maximum deviation of vertical acceleration of the vehicle body from the vehicle information.

[0104] The down-adjustment processing module is used to obtain the vertical acceleration information to be down-adjusted if the maximum deviation of the roll angular velocity is greater than a first preset threshold within a preset time period, and to down-adjust the magnitude of the vertical acceleration information to be down-adjusted.

[0105] The enhancement processing module is used to obtain the vertical acceleration information to be enhanced if the maximum deviation of the pitch angular velocity is greater than a second preset threshold and the maximum deviation of the vehicle vertical acceleration is greater than a third preset threshold within a preset time period, and to enhance the amplitude of the vertical acceleration information to be enhanced.

[0106] Furthermore, the preset filter bank includes at least a variable parameter low-pass filter, a time-dimensional filter, and a spatial-dimensional filter, and the filtering processing unit 302 includes a variable parameter low-pass filter module, a time-dimensional filter module, and a spatial-dimensional filter module.

[0107] The variable parameter low-pass filter module is used to perform variable parameter low-pass filtering on the vehicle body vertical acceleration signal.

[0108] The time-dimensional filtering module is used to perform time-dimensional filtering on the vehicle body vertical acceleration signal after low-pass filtering with varying parameters.

[0109] The spatial dimension filtering module is used to perform spatial dimension filtering on the vehicle body vertical acceleration signal after time dimension filtering to obtain the filtered result of effective speed bump candidate markers.

[0110] Furthermore, the variable parameter low-pass filter module includes a first determining submodule and a second determining submodule.

[0111] The first determining submodule is used to determine the down-adjustment filtering parameters based on the down-adjustment processed vertical acceleration information, and to perform down-adjustment filtering on the vehicle body vertical acceleration signal using the down-adjustment filtering parameters.

[0112] The second determining submodule is used to determine the enhancement filtering parameters based on the enhanced vertical acceleration information; and to perform enhancement filtering on the vehicle body vertical acceleration signal using the enhancement filtering parameters.

[0113] Furthermore, the time-dimensional filter module includes a first acquisition submodule, a third determination submodule, and a monitoring submodule.

[0114] The first acquisition submodule is used to acquire the vertical acceleration waveform when all wheels of the vehicle cross the same speed bump.

[0115] The third determination submodule is used to determine the vertical acceleration waveform characteristics corresponding to the vertical acceleration waveform; the vertical acceleration waveform characteristics show a negative correlation with the vehicle speed.

[0116] The monitoring submodule is used to monitor the vertical acceleration waveform through its characteristics, and to perform time-dimensional filtering on the vehicle body vertical acceleration signal after variable parameter low-pass filtering.

[0117] Furthermore, if the filtering results of the effective speed bump candidate marks meet the speed bump identification conditions, the filtering and determination unit 303 for selecting the target speed bump mark from the filtering results of the effective speed bump candidate marks is specifically used to select the target speed bump mark that meets the speed bump identification conditions from the effective speed bump candidate marks. The speed bump identification conditions include detecting a preset number of vertical acceleration fluctuations of the vehicle body between two effective speed bump candidate marks, and detecting that the vertical acceleration fluctuations of the vehicle body meet a preset time interval.

[0118] In this embodiment, if the filtering result of the valid speed bump candidate identifiers meets the speed bump identification conditions, the target speed bump identifier is selected from the filtering result of the valid speed bump candidate identifiers, and the target speed bump identifier is determined as the speed bump area. The speed bump identification conditions are used to prevent the same speed bump from being repeatedly identified when the left and right wheels of the vehicle do not cross the speed bump simultaneously, so as to ensure the accuracy of obtaining the speed bump area and improve vehicle auxiliary control. In addition, the information involved in this solution is all vehicle body related signals, which do not require external system provision. The speed bump area identification method is universal and has strong system robustness.

[0119] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0120] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For system-type embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0121] The steps in the methods of the various embodiments of this application can be adjusted, combined, or deleted according to actual needs.

[0122] Finally, it should be noted that in this paper, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0123] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0124] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for identifying speed bumps, characterized in that, The method includes: Real-time acquisition of vehicle information; the vehicle information includes at least the vehicle body vertical acceleration signal; The vertical acceleration signal of the vehicle body is filtered by a pre-designed filter bank to obtain the filtered result of the effective speed bump candidate markers; If the filtering result of the effective speed bump candidate identifiers meets the speed bump identification conditions, the target speed bump identifier is obtained from the filtering result of the effective speed bump candidate identifiers, and the target speed bump identifier is determined as the speed bump area to ensure the accuracy of obtaining the speed bump area and improve vehicle auxiliary control; wherein, the speed bump identification conditions are used to prevent the same speed bump from being repeatedly identified when the left and right wheels of the vehicle do not cross the speed bump at the same time. If the filtering results of the effective speed bump candidate identifiers meet the speed bump identification conditions, the target speed bump identifier is obtained by filtering from the filtering results of the effective speed bump candidate identifiers, including: Select target speed bump markers that meet the speed bump identification conditions from the effective speed bump candidate markers. The speed bump identification conditions include detecting a preset number of vertical acceleration fluctuations of the vehicle body between two effective speed bump candidate markers, and detecting that the vertical acceleration fluctuations of the vehicle body meet a preset time interval.

2. The speed bump identification method according to claim 1, characterized in that, Before the step of filtering the vehicle body vertical acceleration signal using a pre-designed filter bank to obtain the filtered result of the effective speed bump candidate markers, the method further includes: The vertical acceleration signal of the vehicle body is preprocessed; the preprocessing is used to reduce the probability of vertical acceleration fluctuations caused by random road surface excitation and misidentification of speed bump areas.

3. The speed bump identification method according to claim 2, characterized in that, The process of preprocessing the vertical acceleration signal of the vehicle body includes: Obtain the maximum deviations of roll rate, pitch rate, and vertical acceleration from the vehicle information; If the maximum deviation of the roll angular velocity is greater than a first preset threshold within a preset time period, the vertical acceleration information to be reduced is obtained, and the amplitude of the vertical acceleration information to be reduced is processed. If, within a preset time period, the maximum deviation of the pitch angular velocity is greater than a second preset threshold and the maximum deviation of the vehicle body vertical acceleration is greater than a third preset threshold, the vertical acceleration information to be enhanced is obtained, and the amplitude of the vertical acceleration information to be enhanced is enhanced.

4. The speed bump identification method according to claim 3, characterized in that, The filter bank includes at least a variable-parameter low-pass filter, a time-dimensional filter, and a spatial-dimensional filter. The filtering process, which uses a pre-designed filter bank to filter the vehicle's vertical acceleration signal to obtain the filtered results of valid speed bump candidate markers, includes: The vertical acceleration signal of the vehicle body is subjected to variable parameter low-pass filtering using the variable parameter low-pass filter. The time-dimensional filter is used to perform time-dimensional filtering on the vehicle body vertical acceleration signal after low-pass filtering with variable parameters. The spatial dimension filter is used to perform spatial dimension filtering on the vehicle body vertical acceleration signal after time dimension filtering to obtain the filtering result of effective speed bump candidate markers.

5. The speed bump identification method according to claim 4, characterized in that, The step of performing variable parameter low-pass filtering on the vehicle body vertical acceleration signal through the variable parameter low-pass filter includes: The down-adjustment filtering parameters are determined based on the down-adjustment vertical acceleration information, and the vehicle body vertical acceleration signal is down-adjusted and filtered using the down-adjustment filtering parameters. The enhancement filtering parameters are determined based on the enhanced vertical acceleration information; and the vehicle body vertical acceleration signal is enhanced and filtered using the enhancement filtering parameters.

6. The speed bump identification method according to claim 4, characterized in that, The step of performing time-dimensional filtering on the vehicle body vertical acceleration signal after low-pass filtering with variable parameters through the time-dimensional filter includes: The vertical acceleration waveform is obtained when all the wheels of the vehicle cross the same speed bump; The vertical acceleration waveform characteristics corresponding to the vertical acceleration waveform are determined; the vertical acceleration waveform characteristics show a negative correlation with vehicle speed. By monitoring the vertical acceleration waveform characteristics, the process of performing time-dimensional filtering on the vehicle body vertical acceleration signal after variable parameter low-pass filtering is completed.

7. A speed bump identification system, used to implement the speed bump identification method according to any one of claims 1 to 6, characterized in that, The system includes: A real-time acquisition unit is used to acquire vehicle information in real time; the vehicle information includes at least the vehicle body vertical acceleration signal. The filtering unit is used to filter the vehicle body vertical acceleration signal through a pre-designed filter bank to obtain the filtered result of the effective speed bump candidate markers; The filtering and determination unit is used to filter out the target speed bump identifier from the filtering results of the effective speed bump candidate identifiers if the filtering results meet the speed bump identification conditions, and determine the target speed bump identifier as the speed bump area, so as to ensure the accuracy of obtaining the speed bump area and improve vehicle auxiliary control; wherein, the speed bump identification conditions are used to prevent the same speed bump from being repeatedly identified when the left and right wheels of the vehicle do not cross the speed bump at the same time; The filtering and determining unit is used to filter out target speed bump markers that meet the speed bump identification conditions from the valid speed bump candidate markers. The speed bump identification conditions include detecting a preset number of vertical acceleration fluctuations of the vehicle body between two valid speed bump candidate markers, and detecting that the vertical acceleration fluctuations of the vehicle body meet a preset time interval.

8. The speed bump identification system according to claim 7, characterized in that, Also includes: The preprocessing unit is used to preprocess the vertical acceleration signal of the vehicle body; The signal preprocessing is used to reduce the probability of vertical acceleration fluctuations caused by random road surface excitation and misidentification of speed bump areas.

9. The speed bump identification system according to claim 8, characterized in that, The preprocessing unit includes: The acquisition module is used to acquire the maximum deviation of roll rate, maximum deviation of pitch rate, and maximum deviation of vertical acceleration of the vehicle body from the vehicle information. The down-adjustment processing module is used to obtain the vertical acceleration information to be down-adjusted if the maximum deviation of the roll angular velocity is greater than a first preset threshold within a preset time period, and to down-adjust the amplitude of the vertical acceleration information to be down-adjusted. The enhancement processing module is used to obtain vertical acceleration information to be enhanced if, within a preset time period, the maximum deviation of the pitch angular velocity is greater than a second preset threshold and the maximum deviation of the vehicle body vertical acceleration is greater than a third preset threshold, and to enhance the amplitude of the vertical acceleration information to be enhanced.

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