Control method, device and storage medium based on vehicle suspension

Abstract

The present application relates to a control method, device and storage medium based on vehicle suspension. The control method based on vehicle suspension includes: acquiring monitoring information of the vehicle; performing vehicle suspension risk identification based on the monitoring information to obtain a suspension risk identification result of the vehicle; performing safety area adjustment based on the suspension risk identification result and the driving style corresponding to the vehicle to obtain a safety area adjustment result; performing vehicle control based on the safety area adjustment result to obtain a vehicle control result, thereby realizing vehicle suspension adjustment control under dangerous working conditions, thereby reducing the risk of vehicle rollover caused by the use of vehicle suspension, avoiding rollover during vehicle driving, and improving driving safety.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a control method, device and storage medium based on vehicle suspension. Background Art

[0002] With the continuous development of the automobile industry, more and more vehicles are equipped with air suspension to improve vehicle comfort and meet user needs.

[0003] Specifically, vehicles equipped with air suspension can actively raise and lower the vehicle suspension based on driver needs and road conditions, which greatly improves the vehicle's passability and comfort. However, vehicles equipped with air suspension have a larger control boundary in the vertical control of the vehicle. When the vehicle is driving in high dynamics, if the suspension is raised too high, the center of mass of the vehicle will increase, the vehicle's handling control will decrease, and the vehicle may even roll over, endangering the lives of people in the vehicle. Summary of the invention

[0004] In view of this, the present application provides a control method, device and storage medium based on a vehicle suspension to avoid vehicle rollover caused by the use of the vehicle suspension.

[0005] In a first aspect, the present application provides a control method based on a vehicle suspension, comprising:

[0006] Obtain vehicle monitoring information;

[0007] Performing vehicle suspension risk identification based on the monitoring information to obtain a suspension risk identification result of the vehicle;

[0008] Performing safety zone adjustment according to the suspension risk identification result and the driving style corresponding to the vehicle to obtain a safety zone adjustment result;

[0009] The vehicle is controlled according to the safety area adjustment result to obtain a vehicle control result.

[0010] Optionally, performing vehicle suspension risk identification according to the monitoring information to obtain a suspension risk identification result of the vehicle includes:

[0011] Extracting vehicle speed information, height information and roll information from the monitoring information;

[0012] Filtering the height information to obtain the suspension height of the vehicle;

[0013] Based on the roll degree information, determining a current roll curve of the vehicle;

[0014] Based on the current roll curve, suspension risk identification is performed in combination with the suspension height and the vehicle speed information to obtain the suspension risk identification result.

[0015] Optionally, the performing suspension risk identification based on the current roll curve in combination with the suspension height and the vehicle speed information to obtain the suspension risk identification result includes:

[0016] Determining a region point corresponding to the suspension height and the vehicle speed information;

[0017] Determining whether the regional point reaches a curve boundary corresponding to the current roll curve;

[0018] If the region point reaches the curve boundary, the suspension risk identification result is generated based on the region point.

[0019] Optionally, filtering the height information to obtain the suspension height of the vehicle includes:

[0020] Extracting the height sampling value corresponding to each sampling time from the height information;

[0021] Determining a height difference between the height sampling value and a height gear standard value of the vehicle;

[0022] If the height difference is greater than a preset height difference threshold, determining the duration corresponding to the height sampling value based on the sampling time corresponding to the height sampling value;

[0023] Based on the duration, the height sampling value is filtered in combination with the acceleration of the vehicle to obtain the suspension height.

[0024] Optionally, before adjusting the safety zone according to the suspension risk identification result and the driving style corresponding to the vehicle, the method further includes:

[0025] Performing data conversion based on the monitoring information to obtain acceleration information of the vehicle;

[0026] Clustering the acceleration information and the vehicle speed information to obtain a cluster center point corresponding to the current vehicle speed;

[0027] The driving style is determined according to a driving style area where the cluster center point is located.

[0028] Optionally, the safety zone adjustment is performed according to the suspension risk identification result and the driving style corresponding to the vehicle, including: adjusting the suspension height and / or vehicle speed of the vehicle based on the cluster center point and the driving style area to which it belongs.

[0029] Optionally, adjusting the safety zone according to the suspension risk identification result and the driving style corresponding to the vehicle to obtain a safety zone adjustment result further includes:

[0030] Based on the suspension risk identification result, determining whether the vehicle suspension has a lifting action;

[0031] If the vehicle suspension does not have the raising action, output a speed reduction prompt message, and when the duration corresponding to the suspension risk identification result reaches a preset duration threshold, perform a safety zone adjustment according to a preset safety zone adjustment method corresponding to the driving style and in combination with the driving condition of the vehicle, to obtain a safety zone adjustment result;

[0032] If the vehicle suspension has the lifting action, a speed reduction prompt message is output, and the safety area is adjusted according to a preset safety area adjustment method corresponding to the driving style and combined with the driving conditions to obtain a safety area adjustment result.

[0033] Optionally, the adjusting the safety area according to the suspension risk identification result and the driving style corresponding to the vehicle to obtain the safety area adjustment result includes:

[0034] Determining the safety zone adjustment mode according to the driving style, the safety zone adjustment mode including a height adjustment mode and / or a vehicle speed adjustment mode;

[0035] Determine to lower the suspension height information and / or the vehicle speed information based on the driving condition of the vehicle, and perform safety area adjustment according to the height adjustment method and / or the vehicle speed adjustment method to obtain the safety area adjustment result.

[0036] In a second aspect, the present application provides a control device based on a vehicle suspension, comprising:

[0037] A monitoring information acquisition module is used to obtain vehicle monitoring information;

[0038] A risk identification module, used to identify the risk of vehicle suspension according to the monitoring information, and obtain a suspension risk identification result of the vehicle;

[0039] A safety zone adjustment module, configured to adjust the safety zone according to the suspension risk identification result and the driving style corresponding to the vehicle, and obtain a safety zone adjustment result;

[0040] The vehicle control module is used to control the vehicle according to the safety area adjustment result to obtain a vehicle control result.

[0041] In a third aspect, the present application provides a computer storage medium storing computer executable instructions, wherein the computer executable instructions are used to execute the steps of the vehicle suspension-based control method as described in any one of the first aspects of the present application.

[0042] The embodiment of the present application realizes vehicle suspension risk identification by acquiring vehicle monitoring information and performing vehicle suspension risk identification based on the monitoring information, and then performs safety zone adjustment based on the suspension risk identification result of the vehicle and the driving style corresponding to the vehicle to obtain a safety zone adjustment result, and performs vehicle control based on the safety zone adjustment result to obtain a vehicle control result, so as to realize vehicle suspension adjustment control under dangerous conditions based on the driving style, thereby reducing the risk of vehicle rollover caused by the use of the vehicle suspension, avoiding vehicle rollover, and improving vehicle driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0044] 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, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0045] One or more embodiments are exemplarily described by pictures in the corresponding drawings, and these exemplified descriptions do not constitute limitations on the embodiments. Elements with the same reference numerals in the drawings represent similar elements, and unless otherwise stated, the figures in the drawings do not constitute proportional limitations.

[0046] Figure 1 A flow chart of the steps of a control method based on vehicle suspension provided in an embodiment of the present application;

[0047] Figure 2 A schematic diagram of a safe range of suspension height and vehicle speed under different roll degrees provided for an example of the present application;

[0048] Figure 3 A schematic diagram of driving style area division provided for an example of the present application;

[0049] Figure 4 A schematic diagram of the steps of a control method based on vehicle suspension provided as an example of the present application;

[0050] Figure 5 A structural block diagram of a vehicle suspension control device provided in an embodiment of the present application;

[0051] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0052] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0053] The disclosure below provides many different embodiments or examples to implement different structures of the present invention. In order to simplify the disclosure of the present invention, the parts and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present invention. In addition, the present invention can repeat reference numbers and / or letters in different examples. This repetition is for the purpose of simplification and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed.

[0054] The following is an illustrative description of the embodiments of the present application, but it should be noted that the embodiments of the present application may have the features described below, but the following description does not constitute a limitation on the scope of protection of the embodiments of the present application.

[0055] In order to solve the safety problems caused by the use of vehicle suspension, the present application provides a control method, device, vehicle and medium based on vehicle suspension, which obtains vehicle monitoring information and performs vehicle suspension risk identification based on the monitoring information to achieve vehicle suspension risk identification, then adjusts the safety area based on the vehicle suspension risk identification result and the corresponding driving style of the vehicle, and controls the vehicle based on the safety area adjustment result, so as to adjust and control the vehicle suspension based on the driving style, obtain vehicle control results, and then achieve vehicle suspension adjustment and control under dangerous conditions, reduce the risk of vehicle rollover caused by the use of vehicle suspension, and ensure the safety of the entire vehicle.

[0056] Among them, the vehicle suspension refers to the suspension installed on the vehicle, such as an air suspension installed on the vehicle. The air suspension can adjust the suspension height through an air valve with four springs, and the above example of this application does not limit this.

[0057] Figure 1 A flow chart of the steps of a control method based on a vehicle suspension provided in an embodiment of the present application. The control method based on a vehicle suspension provided in an embodiment of the present application may include the following steps:

[0058] Step S110, obtaining vehicle monitoring information;

[0059] Among them, obtaining vehicle monitoring information may refer to monitoring information obtained according to vehicle monitoring requirements, such as the height values ​​of the four-wheel axles monitored by the suspension height sensor, the lifting and lowering status of the suspension of each axle, the vehicle speed obtained by monitoring the vehicle speed, the steering wheel angle, the lateral acceleration, the longitudinal acceleration, the vehicle roll degree and other information, which are not specifically limited in the embodiments of the present application. The height values ​​of the four-wheel axles refer to the height values ​​of the four axles of the vehicle.

[0060] Step S120, performing vehicle suspension risk identification based on the monitoring information to obtain a suspension risk identification result of the vehicle;

[0061] Among them, the vehicle suspension risk refers to the risk of vehicle rollover caused by the use of the vehicle suspension, such as the risk of using the air suspension. After acquiring the monitoring information, the embodiment of the present application can determine the current driving condition of the vehicle and the driving style of the vehicle driver according to the monitoring information, and then identify the vehicle suspension risk based on the driving condition of the vehicle, such as selecting a suitable roll curve according to the current driving condition of the vehicle, and determining whether the vehicle has the air suspension risk of rollover by judging whether the suspension height and speed of the vehicle have reached the curve boundary corresponding to the roll curve. If the suspension height and speed of the vehicle have reached the curve boundary corresponding to the roll curve, it can be determined that the vehicle has the air suspension risk of rollover, thereby realizing the identification of the vehicle suspension risk and generating the corresponding risk identification result as the suspension risk identification result of the vehicle, so that the vehicle can be controlled according to the suspension risk identification result of the vehicle to ensure driving safety.

[0062] Step S130, adjusting the safety area according to the suspension risk identification result and the driving style corresponding to the vehicle to obtain a safety area adjustment result;

[0063] Specifically, the basic control logic of the vehicle suspension usually has a speed-adjusting function. For example, when an air suspension is used as the vehicle suspension, since the basic control logic of the air suspension has a speed-adjusting function, when the vehicle speed exceeds a certain threshold, the height of the air suspension can be automatically lowered through the adjustment function at any time; however, when a component fails or the functional program is disordered, the speed-adjusting function may not be performed. Therefore, in an embodiment of the present application, a safety range corresponding to the combination of the vehicle's suspension height and the vehicle speed can be formulated in advance for the potential dangerous condition where the vehicle may roll over, combined with the different roll degrees of the vehicle, and the safety area can be divided according to the roll curves corresponding to different roll degrees to obtain safety areas of different levels, so that when the vehicle suspension risk is identified, the safety area can be adjusted based on the suspension risk identification result of the vehicle and the corresponding driving style of the vehicle to generate a safety area adjustment result, so that the vehicle can be controlled according to the safety area adjustment result in the future to ensure driving safety.

[0064] The suspension height of the vehicle refers to the suspension height of the vehicle, such as the suspension height of the vehicle air suspension relative to the vehicle.

[0065] The degree of roll refers to the degree to which a vehicle can roll during safe driving. For example, the degree of roll can be used to represent the degree to which a vehicle can roll. The degree of roll can be between 0° and 10°. The specific value can be set according to the safety performance of the vehicle and the driving level of the driver. The embodiment of the present application does not impose any specific restrictions on this.

[0066] The driving style corresponding to the vehicle may refer to the driving style of the vehicle driver, such as a driving style determined according to the absolute value of the vehicle's acceleration and the speed of the vehicle. In some optional embodiments of the present application, the driving style of the vehicle driver may be classified according to the area adjustment strategy to divide the driving style of the vehicle driver into different types of driving styles, such as conservative, ordinary, and aggressive, and the safety area adjustment methods corresponding to different driving styles are different, and different safety area adjustment methods may be formulated according to different driving styles to achieve the purpose of timely responding to vehicle control instructions based on the driver's driving style, ensuring the performance of the vehicle suspension under high dynamic conditions, and improving the reliability of the vehicle suspension.

[0067] As an example of the present application, the roll curves of the vehicle with roll degrees of 3°, 5°, and 7° can be selected as examples for description to illustrate the safe range of suspension height and vehicle speed under different roll degrees. Specifically, a coordinate system can be established based on the vehicle's suspension height and vehicle speed, such as Figure 2As shown, with the vehicle speed as the horizontal coordinate and the suspension height as the vertical coordinate, the roll curve corresponding to different roll degrees (such as 3°, 5°, 7°, etc.) can be determined in this coordinate system, and then the two-dimensional relationship of the dangerous vehicle speed corresponding to different suspension heights can be described by the roll curve. Specifically, the dangerous vehicle speed corresponding to each roll curve can be tested and calibrated by driving the vehicle according to the vehicle safety driving requirements, or it can be set according to the preset operation stability index of the vehicle. The embodiment of the present application does not limit this. Among them, the speed adjustment curve is the curve adopted by the speed adjustment logic adapted to the whole vehicle. Considering the potential risk of vehicle driving to personal safety, the height adjustment logic below the suspension height of 0mm can be ignored; the roll 7° curve is the roll curve adopted when the roll degree of the whole vehicle is 7°, and the two-dimensional relationship of the dangerous vehicle speed corresponding to different suspension heights; the roll 3° curve is the roll curve adopted when the roll degree of the whole vehicle is 3°; the roll 5° curve is the roll curve adopted when the roll degree of the whole vehicle is 5°. The roll curves corresponding to other inclinations are also calibrated / set in the above manner.

[0068] In a specific implementation, the safety area can be divided based on the curve boundaries corresponding to each roll curve to divide different levels of safety areas. The embodiment of the present application does not specifically limit the number of safety areas. For example, when dividing the safety area based on the roll curves with roll degrees of 3°, 5°, and 7°, four safety areas can be divided into an absolute safety area, a first safety area, a second safety area, and a third safety area. The specific division process is as follows:

[0069] 1) The part below the speed adjustment curve is defined as an absolute safety area;

[0070] 2) The area between the speed-adjustable curve and the 7° roll curve is defined as the first safety area;

[0071] 3) The area between the 7° roll curve and the 5° roll curve is defined as the second safety area;

[0072] 4) The area between the 5° roll curve and the 3° roll curve is defined as the third safety area;

[0073] 5) The part above the 3° roll curve is defined as the danger zone;

[0074] 6) Ranking of regional safety levels: absolutely safe area > first safe area > second safe area > third safe area > dangerous area.

[0075] To ensure the safety of vehicle driving, the "dangerous area" is an area that the entire vehicle will not reach, and the dangerous area can be determined based on the roll curve used for dividing the safe area with the minimum roll angle. For example, the area above the roll curve of the minimum roll angle that divides the safe area is determined as the dangerous area. For example, when the minimum roll angle is 3°, the part above the roll 3° curve can be determined as the dangerous area; for example, when the minimum roll angle is 2°, the part above the roll 2° curve can be determined as the dangerous area. The embodiments of the present application do not limit this.

[0076] Specifically, since each point on the roll curve represents the maximum safe driving speed corresponding to a certain suspension height of the vehicle, that is, the dangerous speed, and since the maximum safe driving speed of the vehicle can be determined based on the suspension height when the vehicle is not rolling, if the vehicle speed exceeds this maximum speed, the vehicle may roll over. Therefore, when the vehicle roll angle is relatively small, such as when the vehicle roll angle is 3°, it is considered that the current vehicle speed has reached the maximum safe driving speed corresponding to the current suspension height of the vehicle. Subsequently, the vehicle speed and / or suspension height can be adjusted so that the area points corresponding to the speed and suspension height are reduced back to the curve boundary, that is, the area points corresponding to the speed and suspension height will not appear in the dangerous area, ensuring that the vehicle travels within a safe range.

[0077] It can be seen that by applying the vehicle control method provided by the implementation of this application, under the comprehensive control logic of the software, the area points corresponding to the current vehicle speed and suspension height will not be allowed to reach the danger zone. This is the ultimate goal of software control. Unless the ECU or the actuator fails, the suspension height combined with the vehicle speed is not allowed to reach the danger zone. The areas below the danger zone are relatively safe and adjustable areas, thereby ensuring that the vehicle travels within a safe range.

[0078] For example, the height information, vehicle speed information, and roll information collected by the sensors at the four corners of the vehicle can be monitored in real time through the vehicle system, and the monitored information can be used as the monitoring information of the vehicle to identify the risk of vehicle suspension according to the monitoring information, such as selecting a roll curve according to the current roll of the whole vehicle, and judging whether the suspension height and speed of the vehicle reach the curve boundary corresponding to the currently selected roll curve. If the curve boundary is reached, it is determined that the vehicle has a vehicle suspension risk, and then based on the suspension risk identification result of the vehicle, the safety area is adjusted according to the corresponding driving style of the vehicle and the current driving condition of the vehicle. Among them, the sensors at the four corners of the vehicle refer to sensors installed in multiple directions of the vehicle, such as sensors installed on the swing arms on the four wheels. Through the connecting rod structure, the lifting and lowering of the vehicle body drives the sensor connecting rod to rotate, and the rotation angle is converted into a height value as the collected height information. Optionally, the sensors at the four corners of the vehicle can include but are not limited to height sensors, acceleration sensors, inclination sensors, speed sensors, gyroscopes, etc., which are used to monitor the height, acceleration, inclination, speed and other information of the vehicle.

[0079] Exemplarily, before making the safety zone adjustment, it is also possible to determine whether the suspension has been raised, so that when there is no suspension raising action, the safety zone can be adjusted by reminding the driver to reduce the speed first, so as to ensure the safe driving of the vehicle while ensuring the driver's driving experience, thereby effectively improving the driving experience of the vehicle user; and when there is a suspension raising action, the safety zone can be adjusted directly to ensure the safe driving of the vehicle. Specifically, when there is no height raising action at present, that is, when the current target height gear of the vehicle is consistent with the current gear, and the air valves of the four springs of the vehicle suspension are all in the closed state, the driver can be prompted to reduce the speed through the instrument, and the timer can be started to re-determine whether the vehicle's suspension height and speed have reached the curve boundary corresponding to the currently selected roll curve after 30 seconds. If the vehicle's suspension height and speed still reach the curve boundary corresponding to the currently selected roll curve, the driver can be prompted to reduce the speed again through the instrument, and the whole vehicle can be adjusted to a higher level of safety zone, such as If the vehicle is currently in the nth safety zone, the height is lowered to the n-1th safety zone, so as to generate a safety zone adjustment result based on the adjusted n-1th safety zone; and if there is an upward movement, that is, when the current target height gear of the vehicle is inconsistent with the current gear or at least one of the four spring air valves is in an open state, the driver can be prompted to reduce the speed through the instrument, and the vehicle can be adjusted to a higher safety zone. If the vehicle is currently in the nth safety zone, the height is lowered to the n-1th safety zone, so as to generate a safety zone adjustment result based on the adjusted n-1th safety zone. Wherein, n is an integer greater than one.

[0080] Step S140, performing vehicle control according to the safety area adjustment result to obtain a vehicle control result.

[0081] Specifically, after obtaining the safety area adjustment result, the embodiment of the present application can control the vehicle according to the safety area adjustment result. For example, based on the safety area adjustment result, the vehicle speed and / or suspension height can be controlled in a safety area adjustment method corresponding to the driving style, so that the vehicle speed and suspension height are reduced back to the curve boundary corresponding to the current roll curve, ensuring that the vehicle travels within a safe range, so as to ensure the vehicle's performance under high dynamic conditions, thereby reducing the risk of vehicle rollover caused by the use of the vehicle suspension.

[0082] In summary, the embodiments of the present application achieve vehicle suspension risk identification by acquiring vehicle monitoring information and performing vehicle suspension risk identification based on the monitoring information, and then perform safety zone adjustment based on the vehicle suspension risk identification result and the driving style corresponding to the vehicle, so as to achieve vehicle safety zone adjustment based on the driving style under dangerous conditions and obtain safety zone adjustment results, and perform vehicle control based on the safety zone adjustment results to obtain vehicle control results, thereby achieving vehicle suspension adjustment and control based on the driving style under dangerous conditions, reducing the risk of vehicle rollover caused by the use of vehicle suspension, avoiding vehicle rollover during driving, and improving driving safety.

[0083] In an optional embodiment of the present application, after obtaining the monitoring information of the vehicle, the vehicle speed information, height information and roll degree information can be extracted from the monitoring information to identify the vehicle suspension risk according to the vehicle speed information, height information and roll degree information, so that a corresponding suspension risk identification result can be generated when the vehicle suspension risk is identified. Optionally, the embodiment of the present application performs suspension risk identification based on the monitoring information to obtain the suspension risk identification result of the vehicle, which can specifically include the following sub-steps:

[0084] Sub-step S1201, extracting vehicle speed information, height information and roll information from the monitoring information;

[0085] Sub-step S1202, filtering the height information to obtain the suspension height of the vehicle;

[0086] Sub-step S1203, determining a current roll curve of the vehicle based on the roll degree information;

[0087] Sub-step S1204, performing suspension risk identification based on the current roll curve in combination with the suspension height and the vehicle speed information to obtain a suspension risk identification result of the vehicle.

[0088] Among them, height information refers to information collected by a height sensor, which can be specifically used to determine the suspension height of the vehicle. For example, the height information can specifically include height sampling values ​​collected at each sampling time, so as to determine the suspension height of the vehicle through the height sampling values.

[0089] In a specific implementation, when the vehicle is driven vigorously, the height sensor detects abnormal stretching of the hardware swing arm, resulting in a large change in height information, which is a normal phenomenon. The sensor information of such normal scenes should be filtered out through a filtering strategy to determine the suspension height of the vehicle based on the filtered sensor information. Optionally, the embodiment of the present application filters the height information to obtain the suspension height of the vehicle, which may specifically include: extracting the height sampling value corresponding to each sampling time from the height information; determining the height difference between the height sampling value and the height gear standard value of the vehicle; if the height difference is greater than the preset height difference threshold, determining the duration corresponding to the height sampling value based on the sampling time corresponding to the height sampling value; based on the duration, the height sampling value is filtered in combination with the acceleration of the vehicle to obtain the suspension height. Among them, the height gear standard value of the vehicle refers to the current height gear standard value of the vehicle, and the height gear standard value varies due to different vehicle models and different vehicle states, and the embodiment of the present application does not impose specific restrictions on this.

[0090] For example, assuming that the height sensor collects height values ​​in 1s sampling time units, the height sampling values ​​collected by the height sensor at a certain sampling time t can be recorded based on the sampling time as And each height sampling value can be compared with the current height gear standard value Make a difference comparison to record the sampling time of the height sampling value whose difference with the standard value is greater than the height difference threshold. For example, when the height difference threshold is set to 5mm for driving on bumpy roads, the height difference between the height sampling value and the height gear standard value of the vehicle can be determined. Is it greater than 5mm? The sampling time of the sampled data to be recorded, that is, the sampled data that satisfies the formula The height sampling value The corresponding sampling time t is recorded, so that an array of sampling times is obtained as T: [ ], so a counter can be designed according to the obtained time array T, and the counting logic of the counter is as follows:

[0091] when When , the counters accumulate in sequence;

[0092] when When , the counter returns to 0 and starts counting again.

[0093] Based on the counting logic of the counter, the value recorded in the counter can be used to determine the duration corresponding to the height sampling value, and when the preset duration threshold is 3 seconds, it can be determined whether the duration corresponding to the height sampling value is greater than the preset duration threshold by judging whether the value recorded in the counter is greater than 3, so as to filter out the height sampling value when the duration corresponding to the height sampling value is less than the preset duration threshold, that is, filter out the height sampling value when the value recorded in the counter is less than 3, so as to filter out the height sampling value of non-abnormal scenarios such as driving on bumpy roads, and then determine the suspension height of the vehicle based on the height sampling value obtained after filtering, thereby ensuring the detection accuracy of the suspension height.

[0094] In some optional embodiments of the present application, based on the duration, the height sampling value is filtered in combination with the acceleration of the vehicle to obtain the suspension height, which may specifically include: judging whether the duration exceeds a preset duration threshold; if the duration does not exceed the duration threshold, filtering the height sampling value corresponding to the duration; if the duration exceeds the duration threshold, filtering the height sampling value based on the acceleration of the vehicle to obtain the suspension height. Among them, the preset duration threshold can be set according to the accuracy of the monitoring requirements, such as being set to 3 or 4, etc., and the embodiments of the present application do not limit this.

[0095] Of course, in addition to the bumpy road driving scene, the normal scene may also include non-abnormal scenes such as sudden acceleration scenes, sudden deceleration scenes, and high-speed ring road driving, and the embodiments of the present application do not limit this.

[0096] In a specific implementation, the acceleration of the vehicle may include lateral acceleration and longitudinal acceleration. Therefore, in some optional embodiments of the present application, the height sampling value is filtered based on the acceleration of the vehicle to obtain the suspension height, which may specifically include: determining a first sampling value and a second sampling value based on the lateral acceleration and the longitudinal acceleration, respectively, the first sampling value being the height sampling value collected when the longitudinal acceleration is greater than the preset longitudinal acceleration threshold of the vehicle, and the second sampling value being the height sampling value collected when the lateral acceleration is greater than the preset lateral acceleration threshold of the vehicle, and the steering wheel angle of the vehicle is greater than the preset steering wheel angle; filtering the first sampling value and the second sampling value to obtain a height information filtering result; determining the suspension height based on the height information filtering result.

[0097] The vehicle's preset longitudinal acceleration threshold may refer to the maximum longitudinal acceleration threshold that the vehicle pre-sets for rapid acceleration and deceleration. It may be set according to the vehicle model and filtering requirements to filter out the height sampling values ​​of rapid acceleration and deceleration scenarios. For example, the vehicle's preset longitudinal acceleration threshold may be set to 5 m / s for rapid acceleration and deceleration scenarios. 2 , combined with the above example, when the value recorded in the counter is greater than 3, it can be determined whether the longitudinal acceleration of the vehicle during the collection period is greater than 5m / s 2 , to determine whether to filter out the height sampling value corresponding to the collection time period; if the longitudinal acceleration of the vehicle monitored during the collection time period is greater than 5m / s 2 , the height sampling values ​​corresponding to the sampling time period can be filtered out, and then the height sampling values ​​of non-abnormal scenes such as sudden acceleration and deceleration can be filtered out to ensure the detection accuracy of the suspension height.

[0098] The preset lateral acceleration threshold of the vehicle may refer to the maximum lateral acceleration threshold pre-set by the vehicle for high-speed road driving scenarios. It may be set according to the vehicle model and filtering requirements, and is used to filter out the height sampling values ​​of high-speed road driving scenarios. For example, the preset lateral acceleration threshold of the vehicle may be set to 3m / s for high-speed road driving scenarios. 2 , the embodiments of the present application do not limit this.

[0099] In addition, the preset steering wheel angle refers to the maximum steering wheel angle that the vehicle pre-sets for high-speed road driving scenarios, such as 10°. The specific value can be set according to the vehicle model and filtering requirements, and the embodiment of the present application does not limit this.

[0100] For example, the vehicle's preset lateral acceleration threshold is set to 3m / s for high-speed road driving scenarios. 2 , when the preset steering wheel angle is set to 10°, combined with the above example, when the value recorded in the counter is greater than 3, it can be determined whether the vehicle lateral acceleration during the collection period is greater than 3m / s 2 , and judge whether the steering wheel angle of the vehicle is greater than the preset steering wheel angle of 10° to determine whether to filter out the height sampling value corresponding to the acquisition time period, so that the vehicle's lateral acceleration is greater than 3m / s 2 , and when the steering wheel angle is greater than 10°, the height sampling value corresponding to the sampling time period can be filtered out, and then the height sampling value of non-abnormal scenes such as high-loop road driving can be filtered out to ensure the detection accuracy of the suspension height.

[0101] The current roll curve of the vehicle may refer to the roll curve selected based on the roll degree information currently extracted from the monitoring information. Among them, the roll degree information may include information for determining the roll degree of the entire vehicle, such as the roll angle. In some optional embodiments of the present application, after determining the current roll curve of the vehicle based on the roll degree information extracted from the monitoring information, it is possible to determine whether there is an air suspension risk by judging whether the suspension height and the vehicle speed have reached the curve boundary corresponding to the current roll curve, and then generate a risk identification result when the suspension height and the vehicle speed reach the curve boundary, so that the strategy can be implemented based on the risk identification result to achieve safe control of the vehicle.

[0102] Optionally, the embodiment of the present application performs suspension risk identification based on the current roll curve in combination with the suspension height and the vehicle speed information to obtain the suspension risk identification result, which may specifically include: determining the area point corresponding to the suspension height and the vehicle speed information; judging whether the area point reaches the curve boundary corresponding to the current roll curve; if the area point reaches the curve boundary, generating the risk identification result based on the area point.

[0103] The vehicle speed information may include information related to the vehicle speed, such as the vehicle speed, lateral acceleration, longitudinal acceleration, etc., which is not limited in the present embodiment. The area point corresponding to the suspension height and vehicle speed information refers to the area point determined according to the suspension height and vehicle speed information of the vehicle, so as to determine whether there is a vehicle suspension risk by subsequently judging whether the area point reaches the curve boundary corresponding to the current roll curve, thereby achieving the purpose of automatically identifying the vehicle suspension risk.

[0104] For example, taking the air suspension installed on the vehicle as an example, after obtaining the monitoring information of the vehicle, a coordinate system can be established based on the suspension height and speed of the vehicle, such as Figure 2 As shown, a regional point can then be determined according to the suspension height and the vehicle speed, and by judging the position of the regional point, it is determined whether the regional point has reached the curve boundary corresponding to the current roll curve; if the regional point is below the current roll curve, it can be determined that the regional point has not reached the curve boundary, that is, the regional point is within the curve boundary, and it can be determined that the vehicle does not have the risk of using air suspension; if the regional point is on the current roll curve, it can be determined that the regional point has reached the curve boundary / the regional point is on the curve boundary, and it can be determined that the vehicle has the risk of using air suspension, thereby automatically identifying the air suspension risk and generating a corresponding suspension risk identification result, so that the safety area can be adjusted according to the suspension risk identification result, the corresponding driving style of the vehicle, and the driving conditions of the vehicle, so as to ensure the vehicle's performance under high dynamic conditions and improve the reliability of the air suspension.

[0105] In some optional embodiments of the present application, the safety zone is adjusted according to the suspension risk identification result and the driving style corresponding to the vehicle to obtain a safety zone adjustment result, which may specifically include the following sub-steps:

[0106] Sub-step S1301, determining a driving style corresponding to the vehicle using the monitoring information according to the suspension risk identification result;

[0107] Sub-step S1302, based on the driving style and in combination with the driving condition of the vehicle, a safety area adjustment is performed to obtain a safety area adjustment result.

[0108] Specifically, after acquiring the monitoring information of the vehicle, the embodiment of the present application can establish a driver driving style analysis system according to the monitoring information, and use the vehicle's monitoring information to determine the corresponding driving style of the vehicle based on the established driver driving style analysis system. For example, a driver driving style analysis system can be established according to the absolute value of the vehicle's acceleration and the vehicle speed, and the current driving style of the vehicle driver can be determined according to the vehicle's acceleration and speed as the corresponding driving style of the vehicle, and then the vehicle safety zone can be adjusted according to the driving style to achieve adjustment of the vehicle safety zone.

[0109] Optionally, before adjusting the safety area according to the suspension risk identification result and the driving style corresponding to the vehicle, the embodiment of the present application also includes: obtaining acceleration information of the vehicle based on the monitoring information; clustering the acceleration information and the vehicle speed information to obtain the cluster center point corresponding to the current speed of the vehicle; and determining the driving style corresponding to the vehicle based on the driving style area where the cluster center point is located.

[0110] Specifically, after acquiring the monitoring information of the vehicle, the embodiment of the present application can extract information related to the vehicle acceleration from the monitoring information of the vehicle, such as the collected data such as throttle opening, brake master cylinder pressure, motor torque, steering wheel angle change rate, etc. can be extracted from the monitoring information, and then the extracted sampled data can be converted into the acceleration of the vehicle through data conversion as the acceleration information of the vehicle, and then clustering processing can be performed according to the acceleration information of the vehicle and the speed information of the vehicle to obtain the cluster center point corresponding to the current speed of the vehicle, and then the driving style of the vehicle driver can be determined according to the driving style area where the cluster center point is located, so that the safety area adjustment can be performed according to the driving style of the driver to perform the safety area adjustment.

[0111] Among them, the information related to the vehicle acceleration may include various data that can be converted into vehicle acceleration; the vehicle acceleration may include the vehicle's lateral acceleration and the vehicle's longitudinal acceleration. Therefore, in some optional embodiments of the present application, the vehicle's acceleration information may include lateral acceleration data and / or longitudinal acceleration data, and the embodiments of the present application do not impose specific limitations on this.

[0112] As an example of the present application, after data conversion is performed based on the monitoring information, a coordinate system for driving style area division can be established with the absolute value of the vehicle's acceleration as the vertical coordinate and the vehicle's speed as the horizontal coordinate, as a driver driving style analysis system. Based on the driver driving style analysis system, the driving style can be confirmed by clustering the vehicle's acceleration and speed, so that the corresponding safety area adjustment can be performed according to the driving style to ensure driving safety.

[0113] For example, the absolute value of the vehicle's lateral acceleration can be taken as the value of the horizontal axis, and the absolute value of the vehicle speed can be taken as the value of the vertical axis, so that a scatter plot can be drawn in a pre-established coordinate system based on the absolute value of the lateral acceleration and the absolute value of the vehicle speed, so that the driving style of the vehicle driver in a straight-line driving situation can be determined subsequently based on the scatter plot corresponding to the lateral acceleration and the vehicle speed.

[0114] For another example, the absolute value of the vehicle's longitudinal acceleration can be taken as the value of the horizontal axis, and the absolute value of the vehicle speed can be taken as the value of the vertical axis, so that a scatter plot can be drawn in a pre-established coordinate system based on the absolute value of the longitudinal acceleration and the absolute value of the vehicle speed, so that the driving style of the vehicle driver in bumpy road conditions can be determined later based on the scatter plot corresponding to the longitudinal acceleration and the vehicle speed.

[0115] For another example, when the current acceleration of the vehicle includes lateral acceleration and longitudinal acceleration, the absolute values ​​of the lateral acceleration and longitudinal acceleration of the vehicle can be taken as the ordinate, and the current speed of the vehicle can be taken as the abscissa to draw a scatter plot, that is, the current speed of the point is taken as the abscissa, the absolute value of the lateral acceleration is taken as the ordinate, and the absolute value of the longitudinal acceleration is taken as the ordinate, and a point corresponding to the lateral acceleration and a point corresponding to the longitudinal acceleration are drawn in the coordinate system respectively. For example, when the vehicle speed is 20m / s and the lateral acceleration is 5m / s 2 , longitudinal acceleration is 1.5m / s 2In this case, a scatter point corresponding to the lateral acceleration can be drawn in the coordinate system according to the absolute value of the vehicle speed and the absolute value of the lateral acceleration, and the coordinate value of the scatter point is (20, 5); and a scatter point corresponding to the longitudinal acceleration can be drawn in the coordinate system according to the absolute value of the vehicle speed and the absolute value of the longitudinal acceleration, and the coordinate value of the scatter point is (20, 1.5), and then all the scatter points corresponding to the lateral acceleration of the vehicle and the scatter points corresponding to the longitudinal acceleration of the vehicle can be drawn, so that a scatter plot can be drawn on the coordinate system based on the drawn scatter points, so that the driving style area can be divided based on the scatter plot in the future, and the vehicle driving style area can be divided, and then the driving style classification can be realized based on the divided driving style area.

[0116] In an optional embodiment of the present application, based on the scatter plot, a clustering algorithm K-Means can be used to iteratively divide the data points corresponding to the acceleration and speed of the vehicle into the cluster represented by the closest cluster center point, and then the center point can be recalculated based on all the cluster center points in the cluster, so that all the collected scatter points are finally clustered into a cluster center point through algorithm processing; by continuously repeating the above steps and continuously adjusting the cluster number K value in combination with the amount of data accumulation and the clustering results, the driving style corresponding to the vehicle can be determined according to the driving style area where the cluster center point is located, so as to achieve the purpose of obtaining a scatter plot that ultimately reflects the driving style of the vehicle driver.

[0117] It can be seen that the embodiment of the present application is based on the K-Means algorithm, and all the collected scattered points can be processed by the algorithm, and finally converged into only one cluster center point, so the more scattered points there are, the more accurate the driving style determination is. In a specific implementation, the driving style can be continuously determined and updated, such as when a working condition requiring regional adjustment is reached, the currently determined driving style is used to determine the adjustment situation. Optionally, the driving style determination can be updated in real time or at a fixed time, such as once every 12 hours or 24 hours, and the embodiment of the present application does not limit this.

[0118] For example, in the case where the driving style area of ​​a vehicle is divided into three areas according to the driving situation, such as Figure 3 As shown in the figure, the three areas are: aggressive area, normal area, and conservative area. Based on the division of driving style areas, the driving style corresponding to the vehicle can be divided into: aggressive driving style, normal driving style, and conservative driving style; among them, the driving style corresponding to the aggressive area is the aggressive driving style; the driving style corresponding to the normal area is the normal driving style; and the driving style corresponding to the conservative area is the conservative driving style. When the vehicle is used for the initial period and the data collected is small, the cluster center point can be roughly selected (such as Figure 3The area with more black solid dots (shown in the figure) is the driving style area corresponding to the driver's driving style; as the vehicle usage rate increases, the accumulated data increases. By repeatedly using the clustering algorithm K-Means, the driving style area where the cluster center is located can be accurately determined, making the determined driving style closer to the driver's actual driving style, thereby improving the driver's user experience.

[0119] Of course, in addition to dividing the driving style area into three areas corresponding to different driving styles, the embodiment of the present application can also be divided into two or more different driving style areas according to the specific driving conditions of the vehicle, so that the current driving style of the vehicle driver can be determined according to the divided driving style areas to achieve the classification of driving styles.

[0120] Different safety zone adjustment methods can be preset based on different types of driving styles. When the vehicle suspension risk is identified, the embodiment of the present application can determine the driving style corresponding to the vehicle based on the suspension risk identification result of the vehicle and the current driving condition of the vehicle, so as to adjust the safety zone according to the preset safety zone adjustment method corresponding to the driving style. For example, the suspension height and / or speed of the vehicle can be adjusted based on the cluster center point and the driving style area to which it belongs to ensure that the vehicle travels within a safe range, thereby ensuring the vehicle's performance under high dynamic conditions and improving the reliability of the vehicle suspension.

[0121] Optionally, an embodiment of the present application adjusts the safety area according to the suspension risk identification result and the corresponding driving style of the vehicle, including: adjusting the suspension height and / or vehicle speed of the vehicle based on the cluster center point and the driving style area to which it belongs.

[0122] In some optional embodiments of the present application, after obtaining the suspension risk identification result, it is possible to determine whether the vehicle needs to automatically adjust the safety area by judging whether the vehicle suspension has any rising action; if the vehicle suspension has any rising action, it means that the suspension height of the vehicle is currently being adjusted. As the suspension height is adjusted, the safety area of ​​the vehicle may change with the adjustment of the suspension height. At this time, a speed reduction prompt message can be output to prompt users such as the driver to reduce the speed, so that the user can decide whether to reduce the speed, thereby improving the user experience; if the vehicle suspension has no rising action, it means that the current vehicle has not adjusted the suspension height of the vehicle. At this time, a speed reduction prompt message can be output to prompt users such as the driver to reduce the speed, and the safety area adjustment method corresponding to the preset driving style is used, and the safety area adjustment is performed in combination with the driving conditions to ensure that the vehicle travels within a safe range.

[0123] Optionally, the embodiment of the present application performs a safety area adjustment according to the suspension risk identification result and the driving style corresponding to the vehicle to obtain a safety area adjustment result, and also includes: judging whether the vehicle suspension has a raising action according to the suspension risk identification result; if the vehicle suspension does not have the raising action, outputting a speed reduction prompt message, and when the duration corresponding to the suspension risk identification result reaches a preset duration threshold, performing a safety area adjustment according to a preset safety area adjustment method corresponding to the driving style and combining the driving conditions of the vehicle to obtain a safety area adjustment result; if the vehicle suspension has the raising action, outputting a speed reduction prompt message, and performing a safety area adjustment according to a preset safety area adjustment method corresponding to the driving style and combining the driving conditions to obtain a safety area adjustment result.

[0124] For example, after determining the driving style corresponding to the vehicle, the safety area can be adjusted based on the driving style and the driving condition of the vehicle to obtain the safety area adjustment result. Specifically, during the driving process of the vehicle, the vehicle can be monitored in real time to obtain height information, vehicle speed information and roll information through monitoring. Then, the roll angle can be determined according to the roll information, and a curve can be selected based on the roll angle, such as Figure 4 As shown in the figure, the roll curve is selected according to the current roll of the vehicle, and the suspension height of the vehicle is determined by filtering based on the height information. Then, it is judged whether the area point corresponding to the suspension height and the vehicle speed reaches the curve boundary. When the area point corresponding to the suspension height and the vehicle speed reaches the curve boundary, it is considered that the vehicle has a rollover risk caused by the use of air suspension, and the following strategy is formulated:

[0125] 1) If there is no height increase action at present, the driver will be prompted to slow down through the instrument; at the same time, the timer will be started. After 30 seconds, if the current working condition is still at the defined curve boundary, the instrument will prompt the driver to slow down again and adjust the vehicle to a higher level safety area. If the vehicle is currently in the nth safety area, the height will be lowered to the n-1th safety area; in particular, if the vehicle is currently in the first safety area, no height adjustment will be made; where n is a positive integer greater than 1.

[0126] 2) If there is an ascending action at present, the driver will be prompted to slow down through the instrument panel and the vehicle will be adjusted to a higher safety zone. If the vehicle is currently in the nth safety zone, the height will be lowered to the n-1th safety zone. In particular, if the vehicle is currently in the first safety zone, no strategy adjustment will be made.

[0127] Specifically, after selecting the curve and filtering, it can be determined whether the regional points corresponding to the suspension height and vehicle speed determined after filtering have reached the curve boundary; if the regional points corresponding to the suspension height and vehicle speed have not reached the curve boundary, it is possible to return to the step of obtaining the vehicle's monitoring information to continue to identify vehicle suspension risks based on the acquired monitoring information; if the regional points corresponding to the suspension height and vehicle speed have reached the curve boundary, it can be determined whether there is a lifting action of the vehicle suspension, so that the safety area can be adjusted directly when there is no lifting action, and when there is a lifting action, it is determined whether safety area modulation is needed by determining whether the regional points corresponding to the vehicle speed and suspension height are still on the curve boundary after 30 seconds. Specifically, if it is determined that the regional points corresponding to the vehicle speed and suspension height are not on the boundary of the curve after 30 seconds, return to the step of obtaining the vehicle's monitoring information to continue to perform suspension risk identification based on the acquired monitoring information to determine whether safety area modulation is needed; if it is determined that the regional points corresponding to the vehicle speed and suspension height are still on the boundary of the curve after 30 seconds, safety area adjustment can be performed so that the vehicle can be controlled subsequently based on the safety area adjustment results, so that the vehicle can respond to control instructions based on different dangerous working conditions to ensure the vehicle's performance under high dynamic conditions, thereby improving the reliability of the air suspension.

[0128] In some optional embodiments of the present application, in order to perform corresponding safety area adjustments according to the driver's driving style, after determining the current driving style of the vehicle, the embodiments of the present application can determine the safety area adjustment method based on the current driving style, so as to adjust the safety area according to different safety area adjustment methods and in combination with the vehicle's driving conditions to obtain a safety area adjustment result, so that the safety area adjustment method is closer to the driving style of the vehicle driver and improves the driver's driving experience.

[0129] Optionally, an embodiment of the present application performs a safety area adjustment based on the suspension risk identification result and the driving style corresponding to the vehicle to obtain a safety area adjustment result, which may specifically include: determining the safety area adjustment method based on the driving style, the driving style being a style determined based on the absolute value of the acceleration of the vehicle and the speed of the vehicle; based on the suspension risk identification result, performing a safety area adjustment in accordance with the safety area adjustment method and in combination with the driving condition of the vehicle to obtain a safety area adjustment result.

[0130] In an embodiment of the present application, the safety zone adjustment method determined according to the driving style may include a height adjustment method and / or a vehicle speed adjustment method. For example, the safety zone adjustment method corresponding to an aggressive driving style is a height adjustment method, so that the switching of the safety zone is achieved by controlling the vehicle height while retaining the original high vehicle speed; for another example, the safety zone adjustment method corresponding to a conservative driving style is a vehicle speed adjustment method, so that the switching of the safety zone is achieved by controlling the vehicle speed while retaining the original vehicle height, and the speed adjustment control may be stopped when the vehicle speed reaches the maximum allowed in the safety zone to ensure the safety of the entire vehicle; in addition, the safety zone adjustment method corresponding to an ordinary driving style may include a height adjustment method and a vehicle speed adjustment method, so that when the safety zone needs to be adjusted, the vehicle speed and height may be adjusted synchronously, thereby speeding up the adjustment and switching efficiency of the safety zone and improving the accuracy of vehicle control.

[0131] Optionally, the embodiment of the present application performs safety area adjustment in accordance with the safety area adjustment method and in combination with the driving condition of the vehicle to obtain a safety area adjustment result, which may specifically include: if the safety area adjustment method includes a height adjustment method, then based on the driving condition, it is determined to lower the suspension height information, and according to the height adjustment method, the lowered suspension height information is used to perform safety area adjustment to obtain the safety area adjustment result; if the safety area adjustment method includes a vehicle speed adjustment method, then based on the driving condition, it is determined to lower the vehicle speed information, and according to the vehicle speed adjustment method, the lowered vehicle speed information is used to perform safety area adjustment to obtain the safety area adjustment result.

[0132] It can be seen that after determining the safety zone adjustment method according to the driving style, the embodiment of the present application can determine to lower the suspension height information and / or lower the vehicle speed information based on the vehicle's driving conditions, so as to adjust the safety zone according to the height adjustment method and / or the vehicle speed adjustment method based on the lowered suspension height information and / or the lowered vehicle speed information, and obtain the safety zone adjustment result.

[0133] As an example of the present application, in the case of adjusting the safety zone according to the driving style, the adjustment strategy of the safety zone can be determined according to the analyzed driving style in combination with the current driving condition, as follows:

[0134] For conservative driving style: considering that drivers pay more attention to driving safety in daily use, the driving speed in daily driving is medium to low, so the speed adjustment mode can be determined as conservative corresponding to the preset safety zone adjustment mode, so that when it is determined that the current driving style of the vehicle is the preset safety zone adjustment mode corresponding to the driving style, the speed control safety zone is switched, and when the maximum speed value allowed by the safety zone is reached, the speed adjustment control is stopped;

[0135] For the ordinary driving style: considering that the driver drives on simple and regular roads, pays more attention to driving comfort and has sophisticated driving skills, the speed adjustment mode and the height adjustment mode can be determined as the preset safety zone adjustment mode corresponding to the ordinary driving style, so that the safety zone adjustment mode corresponding to the ordinary driving style includes the speed adjustment mode and the height adjustment mode, and then based on the speed adjustment mode and the height adjustment mode, the speed and height can be adjusted synchronously to control the switching of the safety zone;

[0136] For aggressive driving style: considering that drivers pay more attention to vehicle control in daily use, the driving scenes are away from urban roads, and they drive at high speeds and in high-dynamic conditions. Therefore, the height adjustment method can be determined as an aggressive type corresponding to the preset safety area adjustment method. Based on the height adjustment method, the safety area is adjusted by controlling the vehicle body height. The safety area can be switched while retaining the original high vehicle speed. When the maximum height value allowed by the safety domain is reached, the height adjustment control is stopped.

[0137] Specifically, the conservative area is the safest state of the vehicle and also the most ideal state of the vehicle. The adjustment based on the boundary requirements of the conservative area can achieve the optimal adjustment degree. If other areas are adjusted, the adjustment force is small and it is easy to reach the dangerous boundary for secondary adjustment. In order to better adjust and improve the adjustment force, when the embodiment of the present application uses the height adjustment method to adjust the safety area, it can be based on the suspension height span H1 of the safety area where the vehicle is currently located, the conservative area maximum acceleration boundary a1 and the cluster center point acceleration a2 and the conservative area acceleration length a3, and calculate according to the suspension height reduction calculation formula to determine the suspension height for each reduction. , and the suspension height can be adjusted each time As the suspension height lowering information, the suspension height can be adjusted according to the suspension height lowering information to achieve the adjustment of the safety area; wherein, the calculation formula for lowering the suspension height is as follows:

[0138]

[0139] In the formula, the unit of a1, a2, and a3 is m / s 2 , the unit of H1 is millimeter (mm).

[0140] It should be noted that the suspension height span H1 of the safety zone where the vehicle is currently located refers to the span of the suspension height of the safety zone where the vehicle is currently located, and the span refers to the length corresponding to the suspension height range. For example, when the safety zone where the vehicle is currently located is a conservative zone, if the suspension height range of the conservative zone is 0 to 70 mm, then according to the suspension height range of the conservative zone, it can be determined that the suspension height span H1 of the safety zone where the vehicle is currently located is 70 mm, that is, H1=70 mm; for another example, when the safety zone where the vehicle is currently located is an ordinary zone, if the suspension height range of the ordinary zone is 0 to 60 mm, then according to the suspension height range of the ordinary zone, it can be determined that the suspension height span H1 of the safety zone where the vehicle is currently located is 60 mm, that is, H1=60 mm; when the safety zone where the vehicle is currently located is an aggressive zone, if the suspension height range of the aggressive zone is 0 to 50 mm, then according to the suspension height range of the aggressive zone, it can be determined that the suspension height span H1 of the safety zone where the vehicle is currently located is 50 mm, that is, H1=50 mm.

[0141] The maximum acceleration boundary a1 of the conservative area refers to the maximum acceleration threshold of the conservative area, that is, the maximum acceleration boundary a1 of the conservative area is the upper limit of the acceleration of the conservative area. For example, the maximum acceleration threshold in the conservative area is 10m / s 2 In this case, 10 can be directly determined as the maximum acceleration boundary a1 of the conservative area, that is, a1=10.

[0142] The cluster center acceleration a2 refers to the value of the acceleration corresponding to the cluster center. For example, the acceleration corresponding to the center of a cluster is 4.5 m / s. 2 In this case, 4.5 can be directly determined as the cluster center acceleration a2, that is, a2=4.5.

[0143] The acceleration length a3 of the conservative area refers to the length of the acceleration in the conservative area. For example, the acceleration range in the conservative area is 0 to 10 m / s. 2 In this case, the acceleration length of the conservative area can be directly determined to be 10, so that 10 can be determined as the acceleration length a3 of the conservative area, that is, a3=10.

[0144] Specifically, in order to better adjust and improve the adjustment strength, in the embodiment of the present application, when the speed adjustment method is used to adjust the safety area, the maximum speed boundary V2 of the conservative area and the speed V3 of the cluster center point and the speed length V4 of the conservative area can be used according to the speed span V1 of the safety area where the vehicle is currently located, and the speed calculation formula of the downward adjustment is used to calculate and determine the speed of each downward adjustment. , and can adjust the speed each time As the speed reduction information, the speed can be adjusted according to the speed reduction information to achieve the adjustment of the safety area; wherein the speed reduction calculation formula is as follows:

[0145]

[0146] Wherein, the unit of V1, V2, V3 and V4 is Km / h. It should be noted that the speed span V1 of the safety zone where the vehicle is currently located refers to the span of the speed of the safety zone where the vehicle is currently located, and the span refers to the length corresponding to the speed range of the safety zone. For example, when the safety zone where the vehicle is currently located is a conservative zone, if the speed range of the conservative zone is 0 to 150 km / h, then according to the speed range of the conservative zone, it can be determined that the speed span V1 of the safety zone where the vehicle is currently located is 150, that is, V1=150; for another example, when the safety zone where the vehicle is currently located is an ordinary zone, if the speed range of the ordinary zone is 40 km / h to 102 km / h, then according to the speed range of the ordinary zone, it can be determined that the speed span V1 of the safety zone where the vehicle is currently located is 62, that is, V1=102; when the safety zone where the vehicle is currently located is an aggressive zone, if the speed range of the aggressive zone is 40 km / h to 150 km / h, then according to the speed range of the aggressive zone, it can be determined that the speed span V1 of the safety zone where the vehicle is currently located is 110, that is, V1=110.

[0147] The maximum speed boundary V2 of the conservative area refers to the maximum speed threshold of the conservative area, that is, the maximum speed boundary V2 of the conservative area is the upper limit of the speed in the conservative area. For example, when the maximum speed in the conservative area is 10Km / h, 10 can be directly determined as the maximum speed boundary V2 of the conservative area, that is, V2=10.

[0148] The cluster center point speed V3 refers to the value of the speed corresponding to the cluster center point. For example, when the value of the speed corresponding to a certain cluster center point is 45, 45 can be directly determined as the cluster center point acceleration V3, that is, V3=45.

[0149] The vehicle speed length V4 of the conservative area refers to the length of the vehicle speed range of the conservative area. For example, when the length of the vehicle speed range of the conservative area is 10, 10 can be directly determined as the vehicle speed length V4 of the conservative area, that is, V2=10.

[0150] In summary, the embodiments of the present application can more accurately identify dangerous working conditions of the vehicle suspension through information such as height sensor, vehicle speed, roll degree, etc., after calibrating the locking function threshold and filtering method, and when the vehicle suspension risk is identified, the safety area can be adjusted according to the driving style and the driving conditions of the vehicle, so as to respond to control instructions based on different dangerous working conditions, ensure the vehicle's performance under high dynamic conditions, improve the reliability of the vehicle suspension, and thus ensure the vehicle's driving safety.

[0151] It should be noted that, for the purpose of simple description, the method embodiments are expressed as a series of action combinations, but those skilled in the art should be aware that the embodiments of the present application are not limited to the described order of actions, because according to the embodiments of the present application, certain steps may be performed in other orders or simultaneously.

[0152] like Figure 5 As shown, the embodiment of the present application also provides a control device based on vehicle suspension, which may specifically include the following modules:

[0153] A monitoring information acquisition module 510 is used to acquire monitoring information of the vehicle;

[0154] The risk identification module 520 is used to identify the risk of the vehicle suspension according to the monitoring information and obtain the suspension risk identification result of the vehicle;

[0155] A safety zone adjustment module 530 is used to adjust the safety zone according to the suspension risk identification result and the driving style corresponding to the vehicle to obtain a safety zone adjustment result;

[0156] The vehicle control module 540 is used to control the vehicle according to the safety area adjustment result to obtain a vehicle control result.

[0157] Optionally, the risk identification module 520 includes the following submodules:

[0158] An information extraction submodule, used to extract vehicle speed information, height information and roll information from the monitoring information;

[0159] A filtering processing submodule, used for filtering the height information to obtain the suspension height of the vehicle;

[0160] A roll curve submodule, configured to determine a current roll curve of the vehicle based on the roll degree information;

[0161] The risk identification submodule is used to perform suspension risk identification based on the current roll curve in combination with the suspension height and the vehicle speed information to obtain the suspension risk identification result.

[0162] Optionally, the risk identification submodule may include the following units:

[0163] A region point determination unit, used to determine a region point corresponding to the suspension height and the vehicle speed information;

[0164] A judging unit, used to judge whether the regional point reaches a curve boundary corresponding to the current roll curve;

[0165] A result generating unit is used to generate the risk identification result based on the area point if the area point reaches the curve boundary.

[0166] Optionally, the filtering processing submodule may include the following units:

[0167] A sampling value extraction unit, used to extract the height sampling value corresponding to each sampling time from the height information;

[0168] A height difference unit, used to determine the height difference between the height sampling value and the height gear standard value of the vehicle;

[0169] a duration determining unit, configured to determine a duration corresponding to the height sampling value based on a sampling time corresponding to the height sampling value if the height difference is greater than a preset height difference threshold;

[0170] A filtering unit is used to filter the height sampling value based on the duration and in combination with the acceleration of the vehicle to obtain the suspension height.

[0171] Optionally, the filtering unit is specifically used to: determine whether the duration exceeds a preset duration threshold; if the duration does not exceed the duration threshold, filter out the height sampling value; if the duration exceeds the duration threshold, use the acceleration of the vehicle to filter the height sampling value to obtain the suspension height.

[0172] Optionally, the acceleration includes lateral acceleration and longitudinal acceleration, and the use of the acceleration of the vehicle to filter the height sampling value to obtain the suspension height includes: determining a first sampling value and a second sampling value based on the lateral acceleration and the longitudinal acceleration, respectively, the first sampling value being a height sampling value collected when the longitudinal acceleration is greater than a preset longitudinal acceleration threshold of the vehicle, and the second sampling value being a height sampling value collected when the lateral acceleration is greater than the preset lateral acceleration threshold of the vehicle and the steering wheel angle of the vehicle is greater than a preset steering wheel angle; filtering the first sampling value and the second sampling value to obtain a height information filtering result; and determining the suspension height based on the height information filtering result.

[0173] Optionally, the security area adjustment module 530 may include:

[0174] A driving style determination submodule, configured to determine a driving style corresponding to the vehicle using the monitoring information according to the suspension risk identification result;

[0175] The safety area adjustment submodule is used to adjust the safety area based on the driving style and in combination with the driving conditions of the vehicle to obtain a safety area adjustment result.

[0176] Optionally, the vehicle suspension-based control device may further include the following modules:

[0177] A data conversion module, used to obtain acceleration information of the vehicle based on the monitoring information;

[0178] A clustering processing module, used for clustering the acceleration information and the vehicle speed information to obtain a cluster center point;

[0179] The style determination module is used to determine the driving style according to the driving style area where the cluster center point is located.

[0180] Optionally, the safety area adjustment module 530 may include a safety area adjustment module, which is used to adjust the suspension height and / or vehicle speed of the vehicle based on the cluster center point and the driving style area to which it belongs.

[0181] Optionally, the security area adjustment module 530 may further include submodules such as:

[0182] A lifting action judgment submodule, used for judging whether the vehicle suspension has a lifting action according to the suspension risk identification result;

[0183] a first adjustment submodule, configured to output a speed reduction prompt message if the vehicle suspension does not have the raising action, and to adjust the safety area according to a preset safety area adjustment method corresponding to the driving style and in combination with the driving condition of the vehicle to obtain a safety area adjustment result when the duration corresponding to the suspension risk identification result reaches a preset duration threshold;

[0184] The second adjustment submodule is used to output a speed reduction prompt message if the vehicle suspension has the raising action, and to adjust the safety area according to a preset safety area adjustment method corresponding to the driving style and in combination with the driving condition to obtain a safety area adjustment result.

[0185] Optionally, the security area adjustment module 530 may include submodules such as:

[0186] an adjustment mode determination submodule, configured to determine the safety zone adjustment mode according to the driving style, wherein the safety zone adjustment mode includes a height adjustment mode and / or a vehicle speed adjustment mode, wherein the driving style is a style determined according to the absolute value of the acceleration of the vehicle and the vehicle speed of the vehicle;

[0187] The area adjustment submodule is used to determine to lower the suspension height information and / or the vehicle speed information based on the driving condition of the vehicle, and to adjust the safety area according to the height adjustment method and / or the vehicle speed adjustment method to obtain the safety area adjustment result.

[0188] Determine to lower the suspension height information and / or the vehicle speed information based on the driving condition of the vehicle, and perform safety area adjustment according to the height adjustment method and / or the vehicle speed adjustment method to obtain the safety area adjustment result.

[0189] Specifically, the safety area adjustment method in the above example of the present application includes a height adjustment method and / or a vehicle speed adjustment method. After the adjustment method determination submodule determines the safety area adjustment method according to the driving style, the area adjustment submodule performs safety area adjustment in accordance with the safety area adjustment method and in combination with the driving conditions of the vehicle, thereby obtaining a safety area adjustment result. Specifically, the safety area adjustment is performed in accordance with the safety area adjustment method and in combination with the driving conditions of the vehicle, including: if the safety area adjustment method includes a height adjustment method, then based on the driving conditions, the suspension height information is determined to be lowered, and according to the height adjustment method, the safety area adjustment is performed using the lowered suspension height information to obtain the safety area adjustment result; if the safety area adjustment method includes a vehicle speed adjustment method, then based on the driving conditions, the vehicle speed information is determined to be lowered, and according to the vehicle speed adjustment method, the safety area adjustment is performed using the lowered vehicle speed information to obtain the safety area adjustment result.

[0190] In a specific implementation, the above-mentioned control device based on vehicle suspension can be integrated in a vehicle, so that the vehicle can obtain monitoring information of the vehicle and identify vehicle suspension risks based on the monitoring information, thereby realizing vehicle suspension risk identification. Subsequently, the safety area is adjusted according to the suspension risk identification result of the vehicle and the driving style corresponding to the vehicle to obtain a safety area adjustment result, and the vehicle is controlled according to the safety area adjustment result to obtain a vehicle control result, so as to realize vehicle suspension adjustment control under dangerous conditions based on the driving style, thereby reducing the risk of vehicle rollover caused by the use of vehicle suspension, ensuring the safety of the entire vehicle, and solving the problem of vehicle rollover caused by the use of vehicle suspension.

[0191] like Figure 6As shown, an embodiment of the present application provides a vehicle, including a processor 111, a communication interface 112, a memory 113 and a communication bus 114, wherein the processor 111, the communication interface 112, and the memory 113 communicate with each other through the communication bus 114, and the memory 113 is used to store computer programs; the processor 111 is used to implement the steps of the vehicle suspension control method provided by any of the aforementioned method embodiments when executing the program stored in the memory 113.

[0192] In one embodiment of the present application, the processor 111, when being used to execute the program stored in the memory 113, implements the vehicle suspension-based control method provided by any one of the aforementioned method embodiments, including: acquiring monitoring information of the vehicle; identifying the vehicle suspension risk based on the monitoring information to obtain a suspension risk identification result of the vehicle; adjusting the safety area based on the suspension risk identification result and the driving style corresponding to the vehicle to obtain a safety area adjustment result; controlling the vehicle based on the safety area adjustment result to obtain a vehicle control result.

[0193] An embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the vehicle suspension-based control method provided in any one of the aforementioned method embodiments are implemented.

[0194] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0195] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a general hardware platform, and of course, by hardware. Based on this understanding, the above technical solution, in essence, or the part that contributes to the relevant technology, can be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiment.

[0196] It should be understood that the terms used herein are only for the purpose of describing specific example embodiments and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "said" as used herein may also be meant to include plural forms. The terms "include", "comprise", "contain", and "have" are inclusive, and therefore specify the existence of stated features, steps, operations, elements and / or parts, but do not exclude the existence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The method steps, processes, and operations described herein are not interpreted as necessarily requiring them to be performed in the specific order described or illustrated, unless the execution order is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0197] The foregoing is merely a specific embodiment of the present invention, which enables those skilled in the art to understand or implement the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A control method based on vehicle suspension, characterized in that: include: Obtain vehicle monitoring information; Performing vehicle suspension risk identification based on the monitoring information to obtain a suspension risk identification result of the vehicle; The safety area is adjusted according to the suspension risk identification result and the driving style corresponding to the vehicle to obtain the safety area adjustment result, including: judging whether the suspension of the vehicle has a lifting action according to the suspension risk identification result; if the suspension of the vehicle does not have the lifting action, outputting a prompt message for reducing the vehicle speed, and when the duration corresponding to the suspension risk identification result reaches a preset duration threshold, adjusting the safety area according to the preset safety area adjustment method corresponding to the driving style and the driving condition of the vehicle to obtain the safety area adjustment result; if the suspension of the vehicle has the lifting action, outputting a prompt message for reducing the vehicle speed, and adjusting the safety area according to the preset safety area adjustment method corresponding to the driving style and the driving condition to obtain the safety area adjustment result; wherein, the safety area is an area determined according to the vehicle speed and the suspension height of the vehicle; the safety area is related to the current roll curve of the vehicle; the current roll curve is a roll curve determined in a coordinate system with the vehicle speed as the horizontal coordinate and the suspension height as the vertical coordinate; The vehicle is controlled according to the safety area adjustment result to obtain a vehicle control result.

2. The vehicle suspension control method according to claim 1, characterized in that: The performing of vehicle suspension risk identification based on the monitoring information to obtain the suspension risk identification result of the vehicle includes: Extracting vehicle speed information, height information and roll information from the monitoring information; Filtering the height information to obtain the suspension height of the vehicle; Based on the roll degree information, determining a current roll curve of the vehicle; Based on the current roll curve, suspension risk identification is performed in combination with the suspension height and the vehicle speed information to obtain the suspension risk identification result.

3. The vehicle suspension control method according to claim 2, characterized in that: The performing suspension risk identification based on the current roll curve in combination with the suspension height and the vehicle speed information to obtain the suspension risk identification result includes: Determining a region point corresponding to the suspension height and the vehicle speed information; Determining whether the regional point reaches a curve boundary corresponding to the current roll curve; If the region point reaches the curve boundary, the suspension risk identification result is generated based on the region point.

4. The vehicle suspension control method according to claim 2, characterized in that: The filtering the height information to obtain the suspension height of the vehicle includes: Extracting the height sampling value corresponding to each sampling time from the height information; Determining a height difference between the height sampling value and a height gear standard value of the vehicle; If the height difference is greater than a preset height difference threshold, determining the duration corresponding to the height sampling value based on the sampling time corresponding to the height sampling value; Based on the duration, the height sampling value is filtered in combination with the acceleration of the vehicle to obtain the suspension height.

5. The vehicle suspension control method according to claim 1, characterized in that: Before adjusting the safety area according to the suspension risk identification result and the driving style corresponding to the vehicle, the method further includes: Obtaining acceleration information of the vehicle based on the monitoring information; Clustering the acceleration information and the vehicle speed information to obtain a cluster center point; The driving style is determined according to a driving style area where the cluster center point is located.

6. The vehicle suspension control method according to claim 5, characterized in that: The adjusting the safety area according to the suspension risk identification result and the driving style corresponding to the vehicle includes: Based on the cluster center point and the driving style area to which it belongs, the suspension height and / or the vehicle speed of the vehicle are adjusted.

7. The vehicle suspension control method according to claim 1, characterized in that: The adjusting the safety area in accordance with the preset safety area adjustment method corresponding to the driving style and in combination with the driving condition to obtain the safety area adjustment result includes: determining a safety zone adjustment method according to the driving style, the safety zone adjustment method including a height adjustment method and / or a vehicle speed adjustment method; Determine to lower the suspension height information and / or the vehicle speed information based on the driving condition of the vehicle, and perform safety area adjustment according to the height adjustment method and / or the vehicle speed adjustment method to obtain the safety area adjustment result.

8. A control device based on a vehicle suspension, characterized in that: include: A monitoring information acquisition module is used to obtain vehicle monitoring information; A risk identification module, used to identify the risk of vehicle suspension according to the monitoring information, and obtain a suspension risk identification result of the vehicle; A safety area adjustment module, configured to adjust the safety area according to the suspension risk identification result and the driving style corresponding to the vehicle, and obtain a safety area adjustment result; wherein the safety area is an area determined according to the vehicle speed and the suspension height of the vehicle; the safety area is related to the current roll curve of the vehicle; the current roll curve is a roll curve determined in a coordinate system with the vehicle speed as the horizontal coordinate and the suspension height as the vertical coordinate; A vehicle control module is used to control the vehicle according to the safety area adjustment result to obtain a vehicle control result. The safety area adjustment module includes: a lifting action judgment submodule, a first adjustment submodule and a second adjustment submodule; The lifting action judgment submodule is used to judge whether the vehicle suspension has a lifting action according to the suspension risk identification result; The first adjustment submodule is configured to output a speed reduction prompt message if the vehicle suspension does not have the raising action, and to adjust the safety area according to a preset safety area adjustment method corresponding to the driving style and in combination with the driving condition of the vehicle to obtain a safety area adjustment result when the duration corresponding to the suspension risk identification result reaches a preset duration threshold; The second adjustment submodule is used to output a speed reduction prompt message if the vehicle suspension has the raising action, and to adjust the safety area according to a preset safety area adjustment method corresponding to the driving style and in combination with the driving condition to obtain a safety area adjustment result.

9. A computer storage medium storing computer executable instructions, characterized in that: The computer executable instructions are used to execute the steps of the vehicle suspension-based control method as described in any one of claims 1-7.

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