Discrete impact working condition identification method, system and device and vehicle

Abstract

The invention relates to the technical field of vehicle control, in particular to a discrete impact working condition recognition method, system and device and a vehicle, and the method comprises the following steps: obtaining first detection data of an output shaft rotating speed sensor and second detection data of a sprung acceleration sensor; and identifying the discrete impact working condition according to the first detection data and the second detection data. According to the method, the vehicle discrete impact working condition in the vehicle driving process can be timely and accurately identified; meanwhile, the method is low in implementation cost and wide in application scene range.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a discrete impact condition identification method, system, device and vehicle. Background Art

[0002] In the use scenarios of passenger cars, it is common to encounter road conditions such as speed bumps, potholes, and road cracks during driving. These discrete impact conditions will produce discrete impacts on the vehicle, causing a sense of frustration and affecting the comfort of the driver and passengers. If the discrete impact conditions can be accurately and timely identified, the vehicle can adjust the suspension control strategy in a targeted manner to maintain vehicle body stability and reduce frustration.

[0003] The current vehicle discrete impact recognition technology mainly consists of image recognition and machine learning solutions, which have some shortcomings in terms of method complexity, recognition accuracy or device cost. For example, the effect of image recognition and machine learning is limited by image quality, the recognition effect may be poor in cloudy weather or complex road conditions, and the application method is relatively complicated; therefore, the current vehicle discrete impact recognition technology still needs further research and improvement to improve the recognition accuracy and the scope of application scenarios. Summary of the invention

[0004] In view of the above shortcomings of the prior art, the purpose of the present invention is to provide a discrete impact condition identification method, system, device and vehicle, through which the vehicle's discrete impact conditions during vehicle driving can be timely and accurately identified. At the same time, the method has low implementation cost and a wide range of applicable scenarios.

[0005] To achieve the above object and other related objects, the present invention provides a discrete impact condition identification method, comprising the following steps:

[0006] Acquire first detection data of an output shaft speed sensor and second detection data of a sprung acceleration sensor;

[0007] Discrete impact conditions are identified based on the first detection data and the second detection data.

[0008] In one embodiment of the present invention, the first detection data includes the output shaft speed at the current moment, the output shaft speed at multiple sampling points adjacent to the current moment, and the output shaft speed change rate at the current moment; the second detection data includes the sprung acceleration at the current moment, the sprung acceleration at multiple sampling points adjacent to the current moment, and the sprung acceleration change rate at the current moment.

[0009] In one embodiment of the present invention, the step of identifying the discrete impact condition according to the first detection data and the second detection data includes:

[0010] Determine a first root mean square value of the output shaft speed of the plurality of sampling points adjacent to the current moment according to the output shaft speed of the plurality of sampling points adjacent to the current moment;

[0011] Determining a second root mean square value of the sprung acceleration of the plurality of sampling points adjacent to the current moment according to the sprung acceleration of the plurality of sampling points adjacent to the current moment;

[0012] A discrete impact condition is identified based on the output shaft speed at the current moment, the first root mean square value, the output shaft speed change rate at the current moment, the sprung acceleration at the current moment, the second root mean square value, and the sprung acceleration change rate at the current moment.

[0013] In one embodiment of the present invention, the step of identifying the discrete impact condition according to the output shaft speed at the current moment, the first root mean square value, the output shaft speed change rate at the current moment, the sprung acceleration at the current moment, the second root mean square value, and the sprung acceleration change rate at the current moment comprises:

[0014] Calculating a first ratio between the output shaft speed at the current moment and the first root mean square value;

[0015] calculating a second ratio between the sprung acceleration at the current moment and the second root mean square value;

[0016] A discrete impact condition is identified according to the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment.

[0017] In one embodiment of the present invention, the step of identifying the discrete impact condition according to the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment comprises:

[0018] When the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment are all greater than their corresponding preset thresholds, a discrete impact condition exists.

[0019] In one embodiment of the present invention, the step of identifying the discrete impact condition according to the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment comprises:

[0020] When at least one of the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment has a value less than or equal to its corresponding preset threshold value at multiple consecutive moments, there is no discrete impact condition.

[0021] To achieve the above-mentioned object and other related objects, the present invention provides a discrete impact condition identification system, characterized in that it includes:

[0022] An acquisition module is configured to acquire first detection data of an output shaft speed sensor and second detection data of a sprung acceleration sensor;

[0023] The analysis and judgment module is configured to identify discrete impact conditions based on the first detection data and the second detection data.

[0024] To achieve the above-mentioned purpose and other related purposes, the present invention provides a discrete impact condition identification device, including a memory and a processor, and computer instructions stored in the memory and running on the processor. When the computer instructions are run by the processor, the steps of the discrete impact condition identification method are executed.

[0025] To achieve the above-mentioned purpose and other related purposes, the present invention provides a computer-readable storage medium having computer-readable instructions stored thereon. When the computer-readable instructions are executed by a processor of a computer, the computer executes the steps of the discrete impact condition identification method.

[0026] To achieve the above-mentioned object and other related objects, the present invention provides a vehicle including the discrete impact condition identification system.

[0027] In summary, the present invention obtains the first detection data of the output shaft speed sensor and the second detection data of the sprung acceleration sensor; wherein the second detection data of the sprung acceleration sensor can cover most of the working conditions during vehicle driving, and the first detection data is a supplement to the second detection data. By obtaining the first detection data and the second detection data, almost all working conditions during vehicle driving can be basically covered. The acquisition method is simple, and the number of sensors required is small, saving the device cost and sensor calibration development cycle; this case obtains the first detection data and the second detection data to identify the discrete impact working condition, avoiding the situation that the short longitudinal slope road and other wavy road surfaces are mistakenly identified as discrete impacts when only the second detection data is obtained, so as to achieve high recognition accuracy. The method of this case uses the multi-directional speed and acceleration of the vehicle that reflects the actual driving experience as the judgment standard, is not affected by driving conditions such as weather and obstacle form, has a wide range of application, and avoids the problem that the recognition method is not applicable when the road conditions are complex. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0029] Figure 1 This is a general flow chart of the discrete impact condition identification method according to an embodiment of the present invention;

[0030] Figure 2 A flowchart of the discrete impact condition identification method according to one embodiment of the present invention;

[0031] Figure 3 A flowchart of the discrete impact condition identification method according to another embodiment of the present invention;

[0032] Figure 4 This is a flow chart of the discrete impact condition identification method according to another embodiment of the present invention. DETAILED DESCRIPTION

[0033] The following is an explanation of the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the features in the following embodiments and the embodiments can be combined with each other without conflict. It should also be understood that the terms used in the embodiments of the present invention are intended to describe specific embodiments, rather than to limit the scope of protection of the present invention. The test methods for which specific conditions are not specified in the following examples are usually carried out under conventional conditions or according to the conditions recommended by the manufacturers.

[0034] When numerical ranges are given in the embodiments, it should be understood that, unless otherwise specified in the present invention, both endpoints of each numerical range and any value between the two endpoints can be selected. Unless otherwise defined, all technical and scientific terms used in the present invention are familiar to those skilled in the art and the description of the present invention, and any methods, equipment and materials of the prior art similar or equivalent to the methods, equipment and materials described in the embodiments of the present invention can also be used to implement the present invention.

[0035] The following describes the embodiments of the present invention through specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention.

[0036] See also Figure 1-4 It should be noted that the illustrations provided in this embodiment are only used to illustrate the basic concept of the present invention in a schematic manner, and the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0037] The discrete impact condition identification method is applied to one or more electronic devices, which are devices that can automatically perform numerical calculations and / or information processing according to pre-set or stored instructions, and whose hardware includes but is not limited to microprocessors, application-specific integrated circuits, programmable gate arrays, digital processors, embedded devices, etc.

[0038] The electronic device may be any electronic product that can perform human-computer interaction with a user, such as a personal computer, a tablet computer, a smart phone, etc.

[0039] The electronic device may also include a network device and / or a user device, wherein the network device includes, but is not limited to, a single network server, a server group consisting of multiple network servers, or a cloud based on cloud computing consisting of a large number of hosts or network servers.

[0040] The network where the electronic device is located includes but is not limited to the Internet, a wide area network, a metropolitan area network, a local area network, a virtual private network, etc.

[0041] In this case, discrete impact conditions refer to sudden shocks or bumps that a vehicle may encounter during driving, causing a sense of frustration, such as passing through bumps, potholes, bulges, buffer strips and other road surfaces. These impacts are discrete events, as opposed to continuous vibrations or smooth driving. Bumps refer to hard structures that are locally raised on the road surface, usually made of concrete or asphalt; when a vehicle passes over a bump, it will instantly be subjected to a large impact force, causing the body of the vehicle to shake violently, seriously affecting ride comfort; and this impact may also cause damage to the vehicle's suspension system, tires, chassis and other components. Potholes refer to sunken areas on the road surface, usually caused by unstable roadbed or long-term vehicle crushing; the impact of potholes on vehicles is similar to that of bumps, but in the opposite direction. When a vehicle enters a pothole, there will be a feeling of sudden sinking, which can easily cause unstable body control and may even cause uneven force on the suspension system, increasing driving safety hazards. Bumps are usually local protrusions caused by improper road construction or foundation settlement. When a vehicle passes over a bump, irregular vibrations and impacts will occur. Frequent passing over bumpy roads will accelerate the wear of the suspension system and tires. Buffer strips are often found at the entrance or exit of a road. They are deliberately designed road obstacles to slow down the vehicle. When passing over a buffer strip, the vehicle will be continuously impacted, resulting in a violent bumpy feeling, which not only affects the ride comfort, but may also cause impact damage to the vehicle's tires and suspension system. It can be seen that the identification of discrete impact conditions of vehicles plays an important role in vehicle driving. The accuracy of the identification of discrete impact conditions of vehicles is related to the vehicle's driving safety, driving comfort, service life and other performance. If the discrete impact conditions can be accurately and timely identified, the vehicle can adjust the suspension control strategy in a targeted manner to maintain vehicle stability, reduce frustration, and be beneficial to vehicle driving safety and increase the vehicle's service life.

[0042] In the scheme before the improvement in this case, sprung + unsprung acceleration sensors, sprung + height sensors, etc. were used. The number of sensors required was large, the device cost was high, and the debugging of a large number of sensors was also more troublesome. In addition, only the signals in the vertical direction were used, and there was a situation where wavy roads such as short longitudinal slopes were mistakenly identified as discrete impacts. Therefore, this case solves this problem and the problems in the background technology, and newly proposes a discrete impact condition identification method.

[0043] like Figure 1-4 As shown, these are the various flow charts of the discrete impact condition identification method described in this case, which can correspond to the different embodiments in the description of this case. Through each method flow chart, the purpose of accurately identifying the discrete impact condition of the vehicle in this case can be achieved.

[0044] The present invention provides a discrete impact condition identification method, comprising the following steps:

[0045] S1: Obtain the first detection data of the output shaft speed sensor and the second detection data of the sprung acceleration sensor; specifically, the first detection data includes the output shaft speed at the current moment, the output shaft speed at multiple sampling points adjacent to the current moment, and the output shaft speed change rate at the current moment; the second detection data includes the sprung acceleration at the current moment, the sprung acceleration at multiple sampling points adjacent to the current moment, and the sprung acceleration change rate at the current moment.

[0046] It should be noted that the output shaft speed sensor is a device for measuring the output shaft speed of the vehicle gearbox or the wheel shaft speed, which can reflect the vehicle's driving speed and power output state, and can generally transmit the measured speed information to the vehicle's control unit; the sprung acceleration sensor is a sensor for monitoring the performance of the vehicle suspension system. In this case, it mainly measures the vertical acceleration data of the vehicle body above the suspension system spring of the vehicle, which can reflect the bumps and other impacts of the vehicle during driving. The sprung acceleration sensor is generally set on the body above the suspension system spring; when the acceleration of the measured object changes, the microstructure inside the sensor will be affected by the inertial force and produce a small displacement or deformation, which is then converted into an electrical signal output. The output shaft speed at the current moment, the output shaft speed of multiple sampling points adjacent to the current moment, and the output shaft speed change rate at the current moment can all exist in the form of a signal of the output shaft speed sensor; the sprung acceleration at the current moment, the sprung acceleration of multiple sampling points adjacent to the current moment, and the sprung acceleration change rate at the current moment can all exist in the form of an output signal of the sprung acceleration sensor. Among them, the sprung acceleration at the current moment, the sprung acceleration of multiple sampling points adjacent to the current moment, and the rate of change of the sprung acceleration at the current moment are all data related to the vertical acceleration of the vehicle, and the sprung acceleration at the current moment, the sprung acceleration of multiple sampling points adjacent to the current moment, and the rate of change of the sprung acceleration at the current moment collected and acquired do not consider the direction, and all take absolute values. The rate of change of the output shaft speed between the current moment and the previous moment is called the rate of change of the output shaft speed. Generally, the rate of change of the output shaft speed sensor signal is discrete and can be calculated by difference. The specific calculation formula is as follows:

[0047] d(Nout(t))=|Nout(t)-Nout(t-1)|;

[0048] Among them, d(Nout(t)) is the rate of change of the output shaft speed sensor signal at time t, Nout(t) is the output shaft speed sensor signal at time t, and Nout(t-1) is the output shaft speed sensor signal at time (t-1); by monitoring the rate of change of the output shaft speed at the current moment, the changes in the system power transmission and operating state can be understood. The sprung acceleration of the vehicle at the current moment, the sprung acceleration of multiple sampling points adjacent to the current moment, and the rate of change of the sprung acceleration at the current moment are important indicators for measuring the performance of the suspension system and the dynamic response of the vehicle; the sprung acceleration refers to the acceleration of the body part above the suspension system, mainly the vertical acceleration, which reflects the acceleration or deceleration of the body relative to the static state. The rate of change of the sprung acceleration at the current moment, that is, the change in the vertical acceleration of the sprung at the current moment and the previous moment, can provide instant information about the changes in the dynamic state of the vehicle, which is crucial for analyzing the working conditions of the vehicle under different road conditions; when the sprung acceleration sensor signal is discrete, the rate of change of the sprung acceleration sensor signal can be calculated by difference, and the calculation formula is as follows:

[0049] d(Acc(t))=|Acc(t)-Acc(t-1)|;

[0050] Wherein, d(Acc(t)) is the rate of change of the sprung acceleration sensor signal at time t, Acc(t) is the sprung acceleration sensor signal at time t, and Acc(t-1) is the sprung acceleration sensor signal at time (t-1).

[0051] S2: Identifying discrete impact conditions according to the first detection data and the second detection data, specifically comprising the following steps:

[0052] S21: Determine a first root mean square value of the output shaft speed of the plurality of sampling points adjacent to the current moment according to the output shaft speed of the plurality of sampling points adjacent to the current moment; determine a second root mean square value of the sprung acceleration of the plurality of sampling points adjacent to the current moment according to the sprung acceleration of the plurality of sampling points adjacent to the current moment; wherein the root mean square value is the arithmetic square root of the average of the squares of a set of data, obtained by performing a square operation on a set of data, then calculating the average of these square values, and finally taking the square root, and is used to describe the discrete degree of a data set or the strength of vibration or signal, etc.; specifically, the calculation formula of the first root mean square value is as follows:

[0053]

[0054] Among them, RMS(Nout(n)) is the first root mean square value of the n sampling points adjacent to the output shaft speed sensor signal at time t. The first root mean square value can reflect the speed fluctuation of the vehicle under discrete impact conditions. During driving, when the vehicle encounters uneven road conditions such as bumps and potholes, the speed will change. When the first root mean square value is small, it means that the speed fluctuation is small and the vehicle can maintain a stable speed. Otherwise, it indicates that the vehicle does not maintain a stable speed and the vehicle may be in a discrete impact condition.

[0055] The second root mean square value is calculated as follows:

[0056]

[0057] RMS(Acc(n)) is the second root mean square value of the n adjacent sampling points of the sprung acceleration sensor signal at time t. The second root mean square value is an important indicator for evaluating vehicle smoothness and ride comfort. When the second root mean square value is small, it means that the acceleration change of the vehicle is small, and the vibration and impact felt by the passengers are small, indicating that the vehicle runs relatively smoothly; otherwise, it indicates that the vehicle may be in a discrete impact condition.

[0058] S22: identifying a discrete impact condition according to the output shaft speed at the current moment, the first RMS value, the output shaft speed change rate at the current moment, the sprung acceleration at the current moment, the second RMS value and the sprung acceleration change rate at the current moment; specifically comprising the following steps:

[0059] S221: calculating a first ratio between the output shaft speed at the current moment and the first root mean square value; calculating a second ratio between the sprung acceleration at the current moment and the second root mean square value;

[0060] S222: Identifying a discrete impact condition according to the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment; specifically comprising the following steps:

[0061] S2221: When the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment are all greater than their respective corresponding preset thresholds, a discrete impact condition exists. Among them, the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment are all absolute values, or the direction is not considered when collecting signals, and only the magnitude of the signal is considered. Each corresponding preset threshold is a predetermined calculation factor, and the preset threshold is generally used to determine what degree of signal change is considered significant. Each preset threshold is generally calibrated by testing to a specific value, and can be set according to experience, historical data or specific requirements of the system, and is related to the vehicle speed and road surface smoothness. The absolute value of any one of the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment is compared with the magnitude of the respective corresponding preset thresholds, which specifically involves four judgment conditions, and the four conditions are in no particular order, specifically:

[0062] The first condition is that when the output shaft speed sensor signal satisfies the following discriminant, one of the conditions for discrete shock identification is met:

[0063]

[0064] Among them, Nout(t) is the output shaft speed sensor signal at time t, fac1 is the calculation factor, that is, the preset threshold corresponding to the first ratio, and RMS(Nout(n)) is the first root mean square value of the n sampling points adjacent to the output shaft speed sensor signal at time t; this judgment condition is to detect whether there is an abnormality or mutation in the speed signal detected by the output shaft speed sensor. When the first ratio is greater than the corresponding preset threshold, it indicates that an abnormal situation may exist.

[0065] The second condition is that when the output shaft speed sensor signal satisfies the following discriminant, another condition for discrete shock identification is met:

[0066] |d(Nout(t))|>fac2;

[0067] Among them, d(Nout(t)) is the rate of change of the output shaft speed sensor signal at time t, fac2 is the calculation factor, that is, the preset threshold value corresponding to the output shaft speed change rate at the current moment; the judgment condition is to detect whether there is an abnormality or sudden change in the rate of change of the output shaft speed sensor signal. When the output shaft speed change rate at the current moment is greater than the corresponding preset threshold value, it indicates that there may be an abnormal situation, such as a sudden impact. When the vehicle encounters a situation such as a pothole or speed bump that causes a sudden change in the wheel speed, the output shaft speed sensor will detect this change, and the output shaft speed change rate at the current moment will increase significantly.

[0068] The third condition is that when the sprung acceleration sensor signal satisfies the following discriminant, another condition for discrete impact identification is met:

[0069]

[0070] Wherein, Acc(t) is the sprung acceleration sensor signal at time t, fac3 is the calculation factor, i.e., the preset threshold value corresponding to the second ratio, and RMS(Acc(n)) is the second root mean square value of the sprung acceleration sensor signal at the n adjacent sampling points at time t. This judgment condition is mainly used to detect the degree of deviation between the current vertical acceleration and the average vertical acceleration when driving on this road. If this judgment condition is missing, there will be more scenarios of misjudgment when making discrete impact condition judgments. For example, a long-term bumpy road surface is mistakenly identified as a discrete impact condition throughout the entire process, and an inappropriate control strategy is applied.

[0071] The fourth condition, the last condition of discrete impact identification is met when the sprung acceleration sensor signal satisfies the following discriminant:

[0072] |d(Acc(t))|>fac4;

[0073] Among them, d(Acc(t)) is the rate of change of the sprung acceleration sensor signal at time t, and fac4 is the calculation factor, that is, the rate of change of the sprung acceleration at the current moment. This judgment condition is mainly used to detect sudden changes in vertical acceleration. If this judgment condition is missing, since acceleration is the integral of the rate of change of acceleration, the acceleration value itself has a certain hysteresis, which may make it impossible to accurately identify discrete impact conditions at the beginning, and detection and control are both late, so it is impossible to timely identify discrete impact conditions. The first and second conditions are supplementary to the third and fourth conditions. Most conditions can be identified through the third and fourth conditions, but smooth and steep pits may also be misjudged as discrete impact conditions. The first and second judgment conditions are linked to the vehicle speed, which can reflect the impact in the direction of vehicle travel and exclude the condition of smooth and steep pits.

[0074] S2222: When the values ​​of at least one of the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment are less than or equal to the corresponding preset threshold value at multiple consecutive moments, there is no discrete impact condition. It should be understood that when the collected signal data is not divided by direction, is only simple data, and is a positive number greater than zero, the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment do not need to calculate the absolute value. In this case, when the four conditions for discrete impact identification are met, the current working condition of the vehicle is determined to be a discrete impact identification condition. When the current working condition of the vehicle is determined to be a discrete marking condition, if any one of the above four conditions is not met, the determination that the vehicle is in a discrete impact condition is cancelled. The absolute value of any at least one of the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment at multiple consecutive moments is mainly to take into account that at least one of the four absolute values ​​may cause the vehicle control system to exit discrete impact recognition due to one or two glitches that appear occasionally, thereby affecting subsequent regulation, and also to prevent misjudgment, thereby improving the accuracy of vehicle discrete impact condition recognition. The multiple consecutive moments are at least two moments, that is, at least two first ratios, two second ratios, two output shaft speed change rates at the current moment, and two sprung acceleration change rates at the current moment that are continuously collected and calculated, and the corresponding two consecutive absolute values ​​are both less than or equal to their corresponding preset thresholds, then there is no discrete impact condition. The specific number of moments and / or time interval of the multiple consecutive moments is set according to actual experience, historical data or specific needs of the system.

[0075] In this case, by obtaining the first detection data of the output shaft speed sensor and the second detection data of the sprung acceleration sensor; the second detection data of the sprung acceleration sensor can cover most of the working conditions during the vehicle's driving process, and the first detection data is a supplement to the second detection data. By obtaining the first detection data and the second detection data, almost all working conditions during the vehicle's driving process can be basically covered. The acquisition method is simple, and the number of sensors required is small. In this case, the discrete impact working condition is identified by obtaining the first detection data and the second detection data, which avoids the situation where the short longitudinal slope road and other wavy road surfaces are mistakenly identified as discrete impacts when only the second detection data is obtained, so that the recognition accuracy is high. Through accurate and timely identification of the vehicle's discrete impact working condition, the vehicle can adjust the speed in time when passing through the discrete impact section, reduce the speed to reduce the impact on the vehicle body and passengers, and maintain the stability of the vehicle body through active intervention in the vehicle suspension system, reduce the violent shaking of the vehicle body caused by road impact, and improve driving comfort.

[0076] The method in this case can specifically solve the problem of identifying discrete impact conditions, combine the signals of the vehicle's vertical and driving directions, avoid the problem of misidentification caused by unidirectional signals, and achieve better recognition accuracy. The number of sensors required for the implementation of the method in this case is 2-3 fewer than the number of sensors required for the sensor technology solution before the improvement, saving the device cost and sensor calibration development cycle. At the same time, the method in this case is simple and effective, using the vehicle's multi-directional speed and acceleration that reflect the actual driving experience as the judgment standard, and is not affected by driving conditions such as weather and obstacle form. It has a wide range of applications and avoids problems such as the inapplicability of the recognition method when the road conditions are complex.

[0077] In this case, the sensor detection time, the time for identifying discrete impact conditions, the time for adjusting the vehicle speed according to the discrete impact conditions, and the time for active intervention through the vehicle suspension system are extremely short. The whole process can usually reach the order of tens of milliseconds. For vehicle users, the response is relatively fast. The time spent in the whole process from discrete impact condition identification to active intervention of the vehicle's control unit does not affect actual use.

[0078] The present invention also provides a discrete impact condition identification system, comprising an acquisition module and an analysis and judgment module;

[0079] The acquisition module is configured to acquire first detection data of an output shaft speed sensor and second detection data of a sprung acceleration sensor; and the analysis and judgment module is configured to identify discrete impact conditions according to the first detection data and the second detection data.

[0080] It should be noted that when the vehicle is just started, in the initialization state, the discrete impact working condition of the vehicle is cleared. When the vehicle is driving, the acquisition module starts to acquire relevant detection data, that is, at least the first detection data of the output shaft speed sensor and the second detection data of the sprung acceleration sensor. The acquisition module and the analysis and judgment module are at least signal-connected. After the acquisition module acquires the first detection data and the second detection data, the first detection data and the second detection data are transmitted to the analysis and judgment module. The analysis and judgment module identifies the discrete impact working condition according to the first detection data and the second detection data, thereby determining whether the current working condition of the vehicle is a discrete impact working condition.

[0081] The present invention also provides a discrete impact condition identification device, including a memory and a processor, and computer instructions stored in the memory and running on the processor. When the computer instructions are run by the processor, the discrete impact condition identification method is executed, so that the device capable of executing the method of this case is also within the protection scope of this case.

[0082] The present invention also provides a computer-readable storage medium on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor of a computer, the computer executes the steps of the discrete impact condition identification method.

[0083] Among them, the memory includes at least one type of readable storage medium, and the readable storage medium includes flash memory, mobile hard disk, multimedia card, card-type memory (for example: SD or DX memory, etc.), magnetic memory, disk, optical disk, etc. The memory can be an internal storage unit of an electronic device in some embodiments, such as a mobile hard disk of the electronic device. The memory can also be an external storage device of an electronic device in other embodiments, such as a plug-in mobile hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the electronic device. Further, the memory can also include both an internal storage unit of the electronic device and an external storage device. The memory can not only be used to store application software and various types of data installed in the electronic device, such as the code of the vehicle discrete impact condition identification program, etc., but also can be used to temporarily store data that has been output or is to be output.

[0084] In some embodiments, the processor may be composed of an integrated circuit, for example, a single packaged integrated circuit, or a plurality of packaged integrated circuits with the same or different functions, including one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and combinations of various control chips. The processor is the control core (Control Unit) of the electronic device, and uses various interfaces and lines to connect the various components of the entire electronic device. It runs or executes programs or modules stored in the memory (for example, executing a vehicle discrete impact condition recognition program, etc.), and calls data stored in the memory to execute various functions of the electronic device and process data.

[0085] The processor executes the operating system of the electronic device and various installed application programs. The processor executes the application programs to implement the steps in the above discrete impact condition identification method embodiment.

[0086] Exemplarily, the computer program may be divided into one or more modules, which are stored in the memory and executed by the processor to complete the present invention. The one or more modules may be a series of computer program instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program in the electronic device. For example, the computer program may be divided into an acquisition module and an analysis and judgment module.

[0087] The present invention also provides a vehicle, comprising the discrete impact condition identification system, so that the vehicle having the discrete impact condition identification system is also within the protection scope of this case.

[0088] The above-mentioned integrated unit implemented in the form of a software function module can be stored in a computer-readable storage medium. The above-mentioned software function module is stored in a storage medium, and includes a number of instructions for enabling a computer device (which can be a personal computer, a computer device, or a network device, etc.) or a processor to perform part of the functions of the discrete impact condition identification method described in each embodiment of the present invention.

[0089] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A discrete impact condition identification method, characterized in that: The steps include: Acquire first detection data of an output shaft speed sensor and second detection data of a sprung acceleration sensor; Discrete impact conditions are identified based on the first detection data and the second detection data.

2. The discrete impact condition identification method according to claim 1, characterized in that: The first detection data includes the output shaft speed at the current moment, the output shaft speed at multiple sampling points adjacent to the current moment, and the output shaft speed change rate at the current moment; the second detection data includes the sprung acceleration at the current moment, the sprung acceleration at multiple sampling points adjacent to the current moment, and the sprung acceleration change rate at the current moment.

3. The discrete impact condition identification method according to claim 2, characterized in that: The step of identifying the discrete impact working condition according to the first detection data and the second detection data comprises: Determine a first root mean square value of the output shaft speed of the plurality of sampling points adjacent to the current moment according to the output shaft speed of the plurality of sampling points adjacent to the current moment; Determining a second root mean square value of the sprung acceleration of the plurality of sampling points adjacent to the current moment according to the sprung acceleration of the plurality of sampling points adjacent to the current moment; A discrete impact condition is identified based on the output shaft speed at the current moment, the first root mean square value, the output shaft speed change rate at the current moment, the sprung acceleration at the current moment, the second root mean square value, and the sprung acceleration change rate at the current moment.

4. The discrete impact condition identification method according to claim 3, characterized in that: The step of identifying the discrete impact condition according to the output shaft speed at the current moment, the first root mean square value, the output shaft speed change rate at the current moment, the sprung acceleration at the current moment, the second root mean square value and the sprung acceleration change rate at the current moment comprises: Calculating a first ratio between the output shaft speed at the current moment and the first root mean square value; calculating a second ratio between the sprung acceleration at the current moment and the second root mean square value; A discrete impact condition is identified according to the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment.

5. The discrete impact condition identification method according to claim 4, characterized in that: The step of identifying the discrete impact condition according to the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment comprises: When the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment are all greater than their corresponding preset thresholds, a discrete impact condition exists.

6. The discrete impact condition identification method according to claim 4, characterized in that: The step of identifying the discrete impact condition according to the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment comprises: When at least one of the first ratio, the second ratio, the output shaft speed change rate at the current moment, and the sprung acceleration change rate at the current moment has a value less than or equal to its corresponding preset threshold value at multiple consecutive moments, there is no discrete impact condition.

7. A discrete impact condition identification system, characterized in that: include: An acquisition module is configured to acquire first detection data of an output shaft speed sensor and second detection data of a sprung acceleration sensor; The analysis and judgment module is configured to identify discrete impact conditions based on the first detection data and the second detection data.

8. A discrete impact condition identification device, characterized in that: include: A memory and a processor, and computer instructions stored in the memory and running on the processor, wherein when the computer instructions are run by the processor, the steps of the method according to any one of claims 1 to 7 are executed.

9. A computer-readable storage medium, characterized in that: Computer-readable instructions are stored thereon, and when the computer-readable instructions are executed by a processor of a computer, the computer is caused to execute the steps of the method described in any one of claims 1 to 7.

10. A vehicle, characterized in that: Including the discrete impact condition identification system as described in claim 7.

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