Vehicle damping control method and device, electronic equipment and storage medium

Abstract

The invention relates to the technical field of vehicles, and discloses a vehicle damping control method and device, electronic equipment and a storage medium, and the method comprises the steps: sending an electromagnetic wave to a target area to receive a reflected wave obtained by reflecting the electromagnetic wave through each point location in the target area; calculating the distance between the vehicle and each point location in the target area according to the sending time of the electromagnetic wave and the receiving time of each reflected wave; determining the pavement type of the target area according to the distance difference between the adjacent point locations; determining a position parameter of the target area according to the sending parameter of the electromagnetic wave and the reflection parameter of each reflected wave; and according to the road surface type and the position parameters of the target area, determining a target damping control strategy, so that the vehicle performs damping control operation when passing through the target area. According to the method, the vehicle can have sufficient adjusting time for damping debugging when passing through the target area, so that the vehicle has a better damping effect when passing through the target area, and the riding comfort is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a method, device, electronic device and storage medium for controlling vehicle shock absorption. Background Art

[0002] At present, vehicle shock absorption generally adopts the buffering method of mechanical structure, which mainly relies on the physical characteristics of mechanical components such as springs and shock absorbers to absorb and mitigate the impact caused by uneven road surfaces. However, it is not fully applicable to complex and changeable road surfaces, and can only work when the vehicle passes through abnormal road surfaces. It fails to provide sufficient adjustment time in advance to allow the vehicle to make adaptive adjustments, resulting in poor vehicle shock absorption effect and reduced comfort experience for passengers in the car. Summary of the invention

[0003] In view of the above problems, the present application provides a vehicle shock absorption control method, device, electronic device and storage medium, which are used to overcome the lag of the single shock absorption mode of mechanical physical components, so as to determine the target shock absorption control strategy according to the road type in real time, so as to improve the vehicle shock absorption effect and enhance the ride comfort.

[0004] According to one aspect of the present application, a vehicle shock absorption control method is provided, the control method comprising: sending electromagnetic waves to a target area to receive reflected waves obtained by reflecting the electromagnetic waves from various points in the target area; calculating the distance between the vehicle and each point in the target area according to the sending time of the electromagnetic waves and the receiving time of each reflected wave; determining the road surface type of the target area according to the size of the distance difference between adjacent points; determining the position parameters of the target area according to the sending parameters of the electromagnetic waves and the reflection parameters of each reflected wave; determining a target shock absorption control strategy according to the road surface type of the target area and the position parameters, so that the vehicle performs shock absorption control operations when passing through the target area.

[0005] In an optional manner, determining the road surface type of the target area based on the size of the distance difference between adjacent points further includes: performing a difference operation on the distances corresponding to adjacent points to calculate the distance difference between multiple adjacent points; if the distance difference between the target adjacent points is greater than zero, then the target adjacent points are characterized as forming a pothole-like road surface type; wherein the target adjacent points are any adjacent points in the target area; if the distance difference between the target adjacent points is less than zero, then the target adjacent points are characterized as forming a bumpy road surface type; and the road surface type of the target area is determined based on the road surface types characterized by all adjacent points in the target area.

[0006] In an optional manner, the target shock absorption control strategy includes a shock absorption control delay; the position parameters include a front half area and a rear half area of ​​the target area; the target shock absorption control strategy is determined based on the road surface type of the target area and the position parameters, further including: determining the target wheel that will pass through the target area based on the position parameters and the vehicle's to-be-traveled trajectory; wherein the target wheels include a target front wheel and a target rear wheel; calculating the shock absorption control delay based on the distance difference between the target front wheel and the target rear wheel, and the current speed of the vehicle; determining the damping control sub-strategy and the suspension height control sub-strategy of the target wheel in the first half area and the rear half area respectively based on the road surface type of the target area; determining the target shock absorption control strategy based on the damping control sub-strategy, the suspension height control sub-strategy and the shock absorption control delay.

[0007] In an optional manner, the damping control sub-strategy and the suspension height control sub-strategy of the target wheel in the first half area and the second half area are determined respectively according to the road surface type of the target area, further including: if the road surface type of the target area is a bump type, then the damping control sub-strategy: reduces the shock absorber damping of the target wheel in the first half area, and increases the shock absorber damping of the target wheel in the second half area; the suspension height control sub-strategy: lowers the suspension height of the target wheel in the first half area, and raises the suspension height of the target wheel in the second half area; if the road surface type of the target area is a pothole type, then the damping control sub-strategy: increases the shock absorber damping of the target wheel in the first half area, and reduces the shock absorber damping of the target wheel in the second half area; the suspension height control sub-strategy: raises the suspension height of the target wheel in the first half area, and lowers the suspension height of the target wheel in the second half area.

[0008] In an optional manner, the target shock absorption control strategy is determined based on the road surface type of the target area and the position parameters, further including: determining the target wheel of the vehicle that will pass through the target area based on the position parameters and the vehicle's pending driving trajectory; if the road surface type of the target area is a step type, then determining the target shock absorption control strategy: when the vehicle passes through the target area, reducing the shock absorber damping of the target wheel, and lowering the suspension height of the target wheel.

[0009] In an optional manner, the method of calculating the distance between the vehicle and each point in the target area based on the sending time of the electromagnetic wave and the receiving time of each reflected wave further includes: subtracting the receiving time of each reflected wave from the sending time of the electromagnetic wave to obtain the time difference corresponding to each point in the target area; and calculating the distance between the vehicle and each point in the target area based on the speed of light and each time difference.

[0010] In an optional manner, the reflection parameters include reflection power; the position parameters include the position, size, and shape of the target area; determining the position parameters of the target area based on the transmission parameters of the electromagnetic wave and the reflection parameters of each reflected wave further includes: calculating the cross-sectional area corresponding to each point in the target area based on the transmission parameters of the electromagnetic wave and the reflection power of each reflected wave; determining the position and area edge of the target area based on each cross-sectional area to determine the size and shape of the target area.

[0011] According to another aspect of the present application, a vehicle shock absorption control device is provided, the control device comprising: a sending and receiving module, for sending electromagnetic waves to a target area, so as to receive reflected waves obtained by reflecting the electromagnetic waves from various points in the target area; a distance calculation module, for calculating the distance between the vehicle and each point in the target area according to the sending time of the electromagnetic wave and the receiving time of each reflected wave; a road surface type determination module, for determining the road surface type of the target area according to the size of the distance difference between adjacent points; a position parameter determination module, for determining the position parameters of the target area according to the sending parameters of the electromagnetic wave and the reflection parameters of each reflected wave; and a control module, for determining a target shock absorption control strategy according to the road surface type of the target area and the position parameters, so that the vehicle performs shock absorption control operations when passing through the target area.

[0012] According to one aspect of the present application, an electronic device is provided, including: a controller; and a memory for storing one or more programs, wherein when the one or more programs are executed by the controller, the above-mentioned control method is executed.

[0013] According to one aspect of the present application, a computer-readable storage medium is also provided, on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor of a computer, the computer executes the above-mentioned control method.

[0014] According to one aspect of the present application, a computer program product or a computer program is also provided, the computer program product or the computer program comprising computer instructions, the computer instructions being stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the above-mentioned control method.

[0015] The present application quickly determines the road surface type and position parameters of the target area by using relevant parameters of the electromagnetic waves sent to the target area and relevant parameters of the reflected waves obtained by the target area reflecting the electromagnetic waves, thereby determining the target shock absorption control strategy required for the vehicle to pass through the target area, so as to pre-adapt the corresponding shock absorption control strategy from the software level, so that the vehicle can have sufficient adjustment time for shock absorption debugging when passing through the target area, thereby making the vehicle have better shock absorption effect when passing through the target area and improving the ride comfort.

[0016] The above description is only an overview of the technical solution of the embodiment of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 It is a flowchart of a method for controlling vehicle shock absorption shown in an exemplary embodiment of the present application.

[0019] Figure 2 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling vehicle shock absorption.

[0020] Figure 3 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling vehicle shock absorption.

[0021] Figure 4 It is a schematic diagram of the vehicle shock absorption operation on a raised road surface shown in an exemplary embodiment of the present application.

[0022] Figure 5 It is a schematic diagram of the vehicle shock absorption operation for a bumpy road surface shown in an exemplary embodiment of the present application.

[0023] Figure 6 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling vehicle shock absorption.

[0024] Figure 7 It is a schematic diagram of the vehicle shock absorption operation on a stepped road surface shown in an exemplary embodiment of the present application.

[0025] Figure 8 It is a schematic diagram of an application scenario of the vehicle shock absorption control method of the present application.

[0026] Fig. 9 It is a schematic diagram of vehicle radar detection shown in an exemplary embodiment of the present application.

[0027] Fig.10 It is a schematic structural diagram of a vehicle shock absorption control device shown in an exemplary embodiment of the present application.

[0028] Fig.11 It is a structural diagram of a computer system of an electronic device shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0029] Here, exemplary embodiments will be described in detail, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are only examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0030] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities may be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0031] The flowcharts shown in the accompanying drawings are only exemplary and do not necessarily include all the contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps can be decomposed, and some operations / steps can be combined or partially combined, so the actual execution order may change according to actual conditions.

[0032] The term "multiple" as used in this application refers to two or more than two. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the related objects are in an "or" relationship.

[0033] Existing vehicles mainly rely on the physical properties of mechanical components such as springs and shock absorbers to absorb and mitigate the impact caused by uneven road surfaces. These mechanical components are fixed before leaving the factory and cannot be adjusted accordingly according to the road type and driving conditions during actual vehicle operation, resulting in poor shock absorption effects.

[0034] At the same time, the existing shock absorption method is to adjust the shock absorption according to the feedback after the vehicle contacts the road surface, which leads to a short vehicle adjustment and response time, resulting in poor vehicle shock absorption adjustment effect and reducing the comfort experience of passengers in the vehicle.

[0035] To this end, one aspect of the present application provides a method for controlling vehicle shock absorption. Figure 1 , Figure 1 1 is a flow chart of a vehicle shock absorption control method shown in an exemplary embodiment of the present application. The control method at least includes S110 to S150, which are described in detail as follows:

[0036] S110: Sending electromagnetic waves to the target area to receive reflected waves obtained by reflecting the electromagnetic waves at various points in the target area.

[0037] The target area is the road area in front of the vehicle. For example, when the vehicle is moving forward, the road area at a certain distance from the front of the vehicle is the target area; when the vehicle is moving backward, the road area at a certain distance from the rear of the vehicle is the target area. The distance between the target area and the vehicle can be adaptively adjusted by adjusting the angle and intensity of the electromagnetic wave. The farther the distance between the two, the longer the vehicle adjustment time. Of course, in some scenarios, the vehicle's driving parameters, such as speed, acceleration, etc., also need to be considered.

[0038] The target area can be regarded as an area composed of multiple points. The reflection wave parameters obtained by reflecting electromagnetic waves at different points may be different, that is, multiple different reflection waves may be obtained, so that each reflection wave corresponds to a different point in the target area.

[0039] S120: Calculate the distance between the vehicle and each point in the target area according to the sending time of the electromagnetic wave and the receiving time of each reflected wave.

[0040] When the execution subject of this embodiment sends electromagnetic waves, it records the sending time and the receiving time of each corresponding reflected wave, and calculates the distance between the vehicle and each point in the target area in combination with the speed of light.

[0041] Exemplarily, the reception time of each reflected wave is subtracted from the transmission time of the electromagnetic wave to obtain the time difference corresponding to each point in the target area; based on the speed of light and each time difference, the distance between the vehicle and each point in the target area is calculated.

[0042] For example, the sending time of the electromagnetic wave is A, and the receiving time of a certain reflected wave is B. The time difference Δt=BA corresponding to the reflected wave is calculated, and the speed of light c=3×10 8 m / s, according to the formula R = cΔt / 2, the distance between the vehicle and the site is calculated to be 1.5 (BA) × 10 8 m, and so on, the distance between the vehicle and each point in the target area is calculated.

[0043] S130: Determine the road surface type of the target area according to the distance difference between adjacent points.

[0044] For example, if the distance difference between adjacent points is zero, it indicates that the two points are in the same horizontal plane, and the road surface area between the two points is flat; if the distance difference between adjacent points is non-zero, it indicates that the two points are not in the same horizontal plane, and the road surface type between the two points may have bumps or potholes, etc., and so on. The road surface type of the entire target area is determined based on the road surface type between each group of adjacent points.

[0045] In actual scenarios, if the zero value is used as a reference standard, the relevant distance difference is difficult to reach the ideal value, and extremely strict measurement accuracy must be achieved. Therefore, in some embodiments, a threshold interval with a small value fluctuation is set to determine the road surface type between adjacent points. For example, the threshold interval is [-0.5, 0.5] to improve scene adaptability and avoid misjudgment of the road surface type between adjacent points.

[0046] S140: Determine the position parameters of the target area according to the transmission parameters of the electromagnetic wave and the reflection parameters of each reflected wave.

[0047] The reflection parameters include but are not limited to the reflection power. The position parameters include but are not limited to the position, size, shape, etc. of the target area.

[0048] Exemplarily, the cross-sectional area corresponding to each point in the target area is calculated based on the transmission parameters of the electromagnetic wave and the reflection power of each reflected wave; the position and area edge of the target area are determined based on each cross-sectional area to determine the size and shape of the target area.

[0049] The position of the target area may be the position of the geometric center of the target area, or may be a relative position relative to the vehicle, for example, the position of the edge of the area where the target area is closest to the vehicle.

[0050] The overall picture of the entire target area is determined according to the area edge of the target area, and the shape of the target area can be quickly determined by matching it with the preset shape, and the area size of the target area can be quickly calculated.

[0051] Specifically, the point cross-sectional area can be derived according to the calculation formula of the received power. The calculation formula of the received power is as follows:

[0052]

[0053] Among them, P r Represents the received power of the reflected wave, P t Represents the electromagnetic wave transmission power, G t represents the transmit antenna gain, G r represents the receiving antenna gain, λ represents the wavelength of the electromagnetic wave, σ represents the cross-sectional area, and R represents the distance between the vehicle and the corresponding point.

[0054] For road features, the cross-sectional area σ varies with the shape and size of the pothole or bump. Potholes may increase electromagnetic scattering, with some electromagnetic waves being scattered in other directions, reducing the number of reflected waves directly reflected back to the vehicle, thereby reducing the cross-sectional area σ and, in turn, reducing the received power P. r The protrusion may cause part of the electromagnetic wave to be directly reflected back to the vehicle, increasing the cross-sectional area σ, which may increase the received power P r , but this also depends on the specific shape and angle of the protrusion. Therefore, according to the P of different reflected waves r , the cross-sectional area σ corresponding to different position points in the target area can be derived, thereby deducing the change of road surface characteristics, and determining the position and area edge of the target area according to each cross-sectional area to determine the size and shape of the target area.

[0055] S150: Determine a target shock absorption control strategy according to the road surface type and position parameters of the target area, so that the vehicle performs a shock absorption control operation when passing through the target area.

[0056] The road surface types include but are not limited to pothole types, bump types, step types, etc. The target area can be accurately divided into the first half section and the second half section of the vehicle according to the location parameters.

[0057] The vehicle components controlled in the target damping control strategy include the shock absorber and suspension height of the target wheel. This embodiment pre-judges the road surface type of the target area and determines the damping control strategy for the target area to leave sufficient adjustment time for the vehicle, and controls the corresponding vehicle components to achieve the damping effect based on the target damping control strategy when the vehicle passes through the target area, so as to reduce the longitudinal impact of the abnormal road surface on the vehicle.

[0058] In order to determine the target damping control strategy more accurately, in some embodiments, it is also necessary to combine the vehicle's real-time speed, steering wheel angle and other parameters to predict the vehicle's driving trajectory in the next few seconds. By identifying the obstacle targets on the predicted driving trajectory, the potential dangerous areas on the driving trajectory are identified in advance, and a decision is made on whether active damping treatment is required. Due to the electromagnetic wave transmission speed and the low latency of data processing, the entire process is in milliseconds, so that the corresponding damping treatment can be quickly made without affecting the operation of the vehicle.

[0059] This embodiment quickly determines the road surface type and position parameters of the target area through relevant parameters of the electromagnetic wave sent to the target area and relevant parameters of the reflected wave obtained by the target area reflecting the electromagnetic wave, thereby determining the target shock absorption control strategy required for the vehicle to pass through the target area, so as to pre-adapt the corresponding shock absorption control strategy from the software level, so that the vehicle can have sufficient adjustment time for shock absorption debugging when passing through the target area, thereby making the vehicle have better shock absorption effect when passing through the target area, thereby improving the riding comfort.

[0060] In another exemplary embodiment of the present application, it is described in detail how to determine the road surface type of the target area according to the size of the distance difference between adjacent points. For details, please refer to Figure 2 , Figure 2 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling vehicle shock absorption. Figure 1 The S130 shown further includes S210 to S240, which are described in detail as follows:

[0061] S210: performing a difference operation on the distances corresponding to the adjacent points to calculate the distance difference between the plurality of adjacent points.

[0062] S220: If the distance difference between the target adjacent points is greater than zero, it indicates the type of road surface on which potholes are formed at the target adjacent points; wherein the target adjacent points are any adjacent points in the target area.

[0063] S230: If the distance difference between the target adjacent points is less than zero, it indicates that the target adjacent points form a convex road surface type.

[0064] Exemplarily, the distance difference between adjacent points is calculated according to the formula ΔR=R2-R1=c×(Δt2-Δt1); wherein ΔR represents the distance difference between adjacent points; c represents the speed of light; R1 and R2 represent the distances corresponding to two adjacent points; Δt1 and Δt2 represent the time difference between the reception time of the reflected wave at the corresponding point and the transmission time of the electromagnetic wave.

[0065] If ΔR>0, it indicates that a pothole is formed between the adjacent points, that is, the road surface type with potholes formed between the two points; if ΔR<0, it indicates that a bulge is formed between the adjacent points, that is, the road surface type with bulges formed between the two points; if ΔR=0, it indicates that the road surface between the adjacent points is flat, which is an abnormal road surface type.

[0066] In some embodiments, "zero" is replaced by a threshold interval with a smaller value fluctuation to determine the road surface type between adjacent points. For example, the threshold interval is [-0.5, 0.5] to improve scene adaptability and avoid misjudgment of the road surface type between adjacent points.

[0067] S240: Determine the road surface type of the target area according to the road surface types represented by all adjacent points in the target area.

[0068] Exemplarily, the distance differences between each group of adjacent points are summed, and the sum is compared with zero to determine the road surface type of the target area. For example, if the sum is greater than zero, the road surface type of the target area is determined to be a pothole type; if the sum is less than zero, the road surface type of the target area is determined to be a bump type; if the sum is equal to zero, the target area is determined to be a flat road surface. Similarly, the "zero" here can also be replaced by a threshold interval to determine the road surface type of the target area, which will not be repeated here.

[0069] This embodiment can determine the road surface type between each group of adjacent points based on simple numerical value judgment without complex data processing and calculation, thereby quickly determining the road surface type of the target area, so as to quickly determine the target shock absorption control strategy and reserve adjustment time for the vehicle to adjust the body.

[0070] In another exemplary embodiment of the present application, how to determine the target damping control strategy according to the road surface type and location parameters of the target area is described in detail. Figure 3 , Figure 3 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling vehicle shock absorption. Figure 1The S150 shown further includes S310 to S340; wherein the target damping control strategy includes a damping control delay, and the position parameter includes a front half region and a rear half region of the target region, which are described in detail as follows:

[0071] S310: Determine the target wheels that will pass through the target area according to the position parameters and the vehicle's travel trajectory; wherein the target wheels include target front wheels and target rear wheels.

[0072] Among them, the trajectory to be driven is the trajectory predicted based on parameters such as the vehicle's real-time speed and steering wheel angle.

[0073] The position parameter can characterize the specific position of the target area. Combined with the to-be-traveled trajectory, the target tire that will pass through the target area can be determined. This embodiment does not limit the number of target wheels, which may be the left front wheel and the left rear wheel, or all wheels.

[0074] S320: Calculate the damping control delay according to the distance difference between the target front wheel and the target rear wheel, and the current speed of the vehicle.

[0075] The distance difference between the target front wheel and the target rear wheel is generally determined by the vehicle body, that is, it is fixed before leaving the factory, and the distance difference between the two is the preset value. The time difference between the two passing the target area can be calculated by dividing the distance difference by the current vehicle speed, that is, the time difference is required to be interval before the shock absorption control of the target rear wheel, which is also called the shock absorption control delay.

[0076] S330: Determine, according to the road surface type of the target area, the damping control sub-strategy and the suspension height control sub-strategy of the target wheel in the front half area and the rear half area respectively.

[0077] Each wheel of the vehicle is equipped with a corresponding shock absorber, and the wheel height can be raised and lowered by adjusting the suspension. The greater the damping of the shock absorber, the smaller its rigid deformation, the smaller the adjustable range, and the faster the body shock absorption adjustment. On the contrary, the smaller the damping, the greater its rigid deformation, the larger the adjustable range, and the slower the body shock absorption adjustment.

[0078] S340: Determine a target shock absorption control strategy according to the damping control sub-strategy, the suspension height control sub-strategy, and the shock absorption control delay.

[0079] Exemplarily, if the road surface type in the target area is a bumpy type, the damping control sub-strategy is: reducing the shock absorber damping of the target wheel in the first half area, and increasing the shock absorber damping of the target wheel in the second half area; the suspension height control sub-strategy is: lowering the suspension height of the target wheel in the first half area, and raising the suspension height of the target wheel in the second half area.

[0080] See also Figure 4 , Figure 4 This is a schematic diagram of the vehicle shock absorption operation for a bumpy road, shown in an exemplary embodiment of the present application. The front and rear half areas in this scenario are divided based on the highest point of the bump, the distance from the highest point of the bump to the front half area, and the distance from the highest point of the bump to the flat road section is the rear half area.

[0081] like Figure 4 As shown, the left front wheel of the vehicle is the front wheel for travel, and the left rear wheel is the target rear wheel for travel. When the left front wheel passes through the front half of the bump, the shock absorber damping of the left front wheel is gradually reduced to provide sufficient vibration buffering space, and the suspension height of the left front wheel is gradually reduced; when the left front wheel passes through the rear half of the bump, the shock absorber damping of the left front wheel is gradually increased to tighten the vibration buffering space, and the suspension height of the left front wheel is gradually increased until the left front wheel passes through the target area, so that the shock absorber damping and suspension height are restored to the initial state (i.e., the state before passing through the target area), or the state suitable for driving on a flat road. After the damping control delay, the left rear wheel travels to the starting position of the target area, and the shock absorber damping and suspension height of the left rear wheel are similarly adjusted.

[0082] Another exemplary example is that if the road surface type in the target area is a pothole type, the damping control sub-strategy is: increase the shock absorber damping of the target wheel in the first half area, and reduce the shock absorber damping of the target wheel in the second half area; the suspension height control sub-strategy is: increase the suspension height of the target wheel in the first half area, and reduce the suspension height of the target wheel in the second half area.

[0083] See also Figure 5 , Figure 5 This is a schematic diagram of the vehicle shock absorption operation for a pothole road shown in an exemplary embodiment of the present application. The front and rear half areas in this scenario are divided based on the lowest point of the pothole. The distance from the wheel to the lowest point of the pothole is the front half area, and the distance from the lowest point of the pothole to the flat road section is the second half area.

[0084] like Figure 5As shown, the left front wheel of the vehicle is the front wheel for travel, and the left rear wheel is the target rear wheel for travel. When the left front wheel passes through the first half of the pothole, the shock absorber damping of the left front wheel is gradually increased to tighten the vibration buffer space, and the suspension height of the left front wheel is gradually increased; when the left front wheel passes through the second half of the pothole, the shock absorber damping of the left front wheel is gradually reduced to provide sufficient vibration buffer space, and the suspension height of the left front wheel is gradually reduced until the left front wheel passes through the target area, so that the shock absorber damping and suspension height are restored to the initial state (i.e., the state before passing through the target area), or the state suitable for driving on a flat road. After the damping control delay, the left rear wheel travels to the starting position of the target area, and the shock absorber damping and suspension height of the left rear wheel are similarly adjusted.

[0085] The target shock absorption control strategy of this embodiment is composed of a damping control sub-strategy, a suspension height control sub-strategy, and a shock absorption control delay. By introducing the shock absorption control delay to consider the control delay between the front and rear wheels, the shock absorption control is more refined and more suitable for actual scenarios. The step-by-step and time-sharing control can also make the shock absorption effect of the whole vehicle more obvious when passing through the target area.

[0086] In another exemplary embodiment of the present application, another target damping control strategy is described in detail. Figure 6 , Figure 6 is based on Figure 1 The exemplary embodiment shown is a flow chart of another method for controlling vehicle shock absorption. Figure 1 The S150 shown further includes S610 to S620, which are described in detail as follows:

[0087] S610: Determine a target wheel of the vehicle that will pass through a target area according to the position parameter and the vehicle's pending driving trajectory.

[0088] S620: If the road surface type of the target area is a step type, determine a target shock absorption control strategy: when the vehicle passes through the target area, reduce the shock absorber damping of the target wheel and lower the suspension height of the target wheel.

[0089] For example, see Figure 7 , Figure 7 This is a schematic diagram of a vehicle shock absorption operation for a step road shown in an exemplary embodiment of the present application. Among them, the target wheels are all the wheels of the vehicle. The specific target shock absorption control strategy is as follows:

[0090] When the left and right front wheels of the vehicle pass over the steps, their shock absorber damping is reduced at the same time to allow sufficient shaking space, and their suspension height is lowered at the same time. In some embodiments, the vehicle chassis height can also be lowered. After the shock absorption control delay, the left and right rear wheels move to the starting position of the step, and the shock absorber damping and suspension height of the left and right rear wheels are adjusted similarly. After the vehicle completely climbs the steps, the overall suspension and chassis of the vehicle are restored to the original state (the state before climbing the steps) or the state when driving on a flat road.

[0091] This embodiment illustrates a shock absorption control strategy for stepped roads. By adjusting the damping size of the shock absorber and the height of the wheel suspension, the vehicle can pass smoothly over the stepped road, thereby improving the smoothness of the vehicle's driving and thus improving the in-vehicle riding experience.

[0092] In another exemplary embodiment of the present application, the application scenarios of the above-mentioned multiple control methods are exemplarily described. Figure 8 , Figure 8 Schematic diagram of the application scenario of the vehicle shock absorption control method of the present application, which includes a vehicle 100, a radar 200 and a controller 300, which can be connected by wireless communication, and the present application does not limit the connection method between them.

[0093] See also Fig. 9 , Fig. 9 : is a schematic diagram of vehicle radar detection shown in an exemplary embodiment of the present application. The radar 200 measures the distance between the vehicle 100 and the target object by emitting electromagnetic waves and receiving the reflected waves. The radar 200 can be respectively set at the front and rear ends of the vehicle 100 to ensure all-round road scanning coverage and locate and measure the target area in the direction of travel of the vehicle 100. It can be fixed by a dedicated bracket and protected by a waterproof and dustproof shell to adapt to various complex driving environments.

[0094] The radar 200 sends the collected electromagnetic waves and reflected wave related data to the controller 300, so that the controller 300 acts as an execution subject to execute the control method shown in any of the above exemplary embodiments, which is exemplarily described as follows:

[0095] The controller 300 sends electromagnetic waves to the target area to receive reflected waves obtained by the electromagnetic waves being reflected from various points in the target area; the controller 300 calculates the distance between the vehicle 100 and various points in the target area according to the sending time of the electromagnetic waves and the receiving time of each reflected wave; the controller 300 determines the road surface type of the target area according to the size of the distance difference between adjacent points; the controller 300 determines the position parameters of the target area according to the sending parameters of the electromagnetic waves and the reflection parameters of each reflected wave; the controller 300 determines the target shock absorption control strategy according to the road surface type and position parameters of the target area, so that the vehicle 100 performs shock absorption control operation when passing through the target area.

[0096] The controller 300 may be Figure 8 The server shown in the vehicle 100 may be an independent physical server, or a server cluster or distributed system composed of multiple physical servers, wherein multiple servers may form a blockchain, and the server is a node on the blockchain. The controller 300 may also be a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms, and there is no restriction on this herein.

[0097] Another aspect of the present application also provides a vehicle shock absorption control device, such as Fig.10 As shown, Fig.10 1 is a schematic diagram of the structure of a vehicle shock absorption control device shown in an exemplary embodiment of the present application. The control device 1000 includes:

[0098] The sending and receiving module 1010 is used to send electromagnetic waves to the target area to receive reflected waves obtained by reflecting the electromagnetic waves at various points in the target area.

[0099] The distance calculation module 1030 is used to calculate the distance between the vehicle and each point in the target area according to the sending time of the electromagnetic wave and the receiving time of each reflected wave.

[0100] The road surface type determination module 1050 is used to determine the road surface type of the target area according to the size of the distance difference between adjacent points.

[0101] The position parameter determination module 1070 is used to determine the position parameters of the target area according to the transmission parameters of the electromagnetic wave and the reflection parameters of each reflected wave.

[0102] The control module 1090 is used to determine a target shock absorption control strategy according to the road surface type and position parameters of the target area, so that the vehicle performs a shock absorption control operation when passing through the target area.

[0103] In another exemplary embodiment, the road surface type determination module 1050 further includes:

[0104] The difference unit is used to perform a difference operation on the distances corresponding to adjacent points to calculate the distance difference between multiple adjacent points.

[0105] The pothole determination unit is used to characterize the road surface type on which potholes are formed at the target adjacent points if the distance difference between the target adjacent points is greater than zero; wherein the target adjacent points are any adjacent points in the target area.

[0106] The bulge determination unit is used to characterize the road surface type in which the target adjacent points form a bulge if the distance difference between the target adjacent points is less than zero.

[0107] The target area road surface type determination unit is used to determine the road surface type of the target area according to the road surface types represented by all adjacent points in the target area.

[0108] In another exemplary embodiment, the target damping control strategy includes a damping control delay; the position parameter includes a front half region and a rear half region of the target region; and the control module 1090 further includes:

[0109] The target wheel determination unit is used to determine the target wheels that will pass through the target area according to the position parameters and the vehicle's to-be-traveled trajectory; wherein the target wheels include the target front wheels and the target rear wheels.

[0110] The damping control delay determination unit is used to calculate the damping control delay according to the distance difference between the target traveling front wheel and the target traveling rear wheel and the current vehicle speed of the vehicle.

[0111] A sub-strategy determination unit, for determining a damping control sub-strategy and a suspension height control sub-strategy for the target wheel in the front half area and the rear half area, respectively, according to the road surface type of the target area;

[0112] The target damping control strategy determination unit is used to determine the target damping control strategy according to the damping control sub-strategy, the suspension height control sub-strategy and the damping control time delay.

[0113] In another exemplary embodiment, the sub-strategy determination unit further comprises:

[0114] The bump type plate is used to control the damping sub-strategy if the road surface type of the target area is a bump type: reduce the shock absorber damping of the target wheel in the first half area, and increase the shock absorber damping of the target wheel in the second half area; the suspension height control sub-strategy: lower the suspension height of the target wheel in the first half area, and increase the suspension height of the target wheel in the second half area.

[0115] The pothole type section is used to determine if the road surface type of the target area is a pothole type. The damping control sub-strategy is to increase the shock absorber damping of the target wheel in the first half area and to reduce the shock absorber damping of the target wheel in the second half area. The suspension height control sub-strategy is to increase the suspension height of the target wheel in the first half area and to reduce the suspension height of the target wheel in the second half area.

[0116] In another exemplary embodiment, the control module 1090 further includes:

[0117] The target wheel determination unit is used to determine the target wheel of the vehicle that will pass through the target area according to the position parameters and the vehicle's to-be-traveled trajectory.

[0118] The step type control unit is used to determine a target shock absorption control strategy if the road surface type of the target area is a step type: when the vehicle passes through the target area, the shock absorber damping of the target wheel is reduced and the suspension height of the target wheel is lowered.

[0119] In another exemplary embodiment, the distance calculation module 1030 further includes:

[0120] The time difference calculation unit is used to perform a difference operation between the receiving time of each reflected wave and the sending time of the electromagnetic wave to obtain the time difference corresponding to each point in the target area.

[0121] The distance calculation unit is used to calculate the distance between the vehicle and each point in the target area according to the speed of light and each time difference.

[0122] In another exemplary embodiment, the reflection parameter includes the reflection power; the position parameter includes the position, size, and shape of the target area; and the control module 1090 further includes:

[0123] The cross-sectional area determination unit is used to calculate the cross-sectional area corresponding to each point in the target area according to the transmission parameters of the electromagnetic wave and the reflection power of each reflected wave.

[0124] The target region determination unit is used to determine the position and region edge of the target region according to each cross-sectional area, so as to determine the size and shape of the target region.

[0125] The control device of the present application quickly determines the road surface type and position parameters of the target area by using relevant parameters of the electromagnetic wave sent to the target area and relevant parameters of the reflected wave obtained by the target area reflecting the electromagnetic wave, thereby determining the target shock absorption control strategy required for the vehicle to pass through the target area, so as to pre-adapt the corresponding shock absorption control strategy from the software level, so that the vehicle can have sufficient adjustment time for shock absorption debugging when passing through the target area, thereby making the vehicle have better shock absorption effect when passing through the target area and improving the riding comfort.

[0126] It should be noted that the control device provided in the above embodiment and the control method provided in the above embodiment belong to the same concept, wherein the specific manner in which each module and unit performs operations has been described in detail in the method embodiment and will not be repeated here.

[0127] Another aspect of the present application provides an electronic device, including: a controller; and a memory for storing one or more programs, which, when executed by the controller, executes the above-mentioned control method.

[0128] See also Fig.11 , Fig.11 1 is a schematic diagram of the structure of a computer system of an electronic device shown in an exemplary embodiment of the present application, which shows a schematic diagram of the structure of a computer system of an electronic device suitable for implementing an embodiment of the present application.

[0129] It should be noted that Fig.11 The computer system 1100 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0130] like Fig.11 As shown, the computer system 1100 includes a central processing unit (CPU) 1101, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 1102 or the program loaded from the storage part 1108 to the random access memory (RAM) 1103, such as executing the method in the above embodiment. In the RAM 1103, various programs and data required for system operation are also stored. The CPU 1101, the ROM 1102 and the RAM 1103 are connected to each other through the bus 1104. The input / output (I / O) interface 1105 is also connected to the bus 1104.

[0131] The following components are connected to the I / O interface 1105: an input section 1106 including a keyboard, a mouse, etc.; an output section 1107 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 1108 including a hard disk, etc.; and a communication section 1109 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 1109 performs communication processing via a network such as the Internet. A drive 1110 is also connected to the I / O interface 1105 as needed. A removable medium 1111, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 1110 as needed so that a computer program read therefrom is installed into the storage section 1108 as needed.

[0132] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication section 1109, and / or installed from a removable medium 1111. When the computer program is executed by a central processing unit (CPU) 1101, various functions defined in the system of the present application are executed.

[0133] It should be noted that the computer-readable medium shown in the embodiment of the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program, which may be used by an instruction execution system, device or device or used in combination with it. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, wherein a computer-readable computer program is carried. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, which may send, propagate, or transmit programs for use by or in conjunction with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0134] The flowchart and block diagram in the accompanying drawings illustrate the possible architecture, functions and operations of the system, method and computer program product according to various embodiments of the present application. Wherein, each box in the flowchart or block diagram can represent a module, a program segment, or a part of the code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0135] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. The names of these units do not, in some cases, constitute limitations on the units themselves.

[0136] Another aspect of the present application further provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the control method as described above is implemented. The computer-readable storage medium may be included in the electronic device described in the above embodiment, or may exist independently without being assembled into the electronic device.

[0137] Another aspect of the present application also provides a computer program product or a computer program, which includes a computer instruction stored in a computer-readable storage medium. A processor of a computer device reads the computer instruction from the computer-readable storage medium, and the processor executes the computer instruction, so that the computer device executes the control method provided in each of the above embodiments.

[0138] According to one aspect of an embodiment of the present application, a computer system is also provided, including a central processing unit (CPU), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) or a program loaded from a storage portion into a random access memory (RAM), such as executing the method in the above embodiment. In RAM, various programs and data required for system operation are also stored. CPU, ROM and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0139] The following components are connected to the I / O interface: an input part including a keyboard, a mouse, etc.; an output part including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker; a storage part including a hard disk, etc.; and a communication part including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication part performs communication processing via a network such as the Internet. A drive is also connected to the I / O interface as needed. Removable media, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., are installed on the drive as needed so that the computer program read therefrom is installed into the storage part as needed.

[0140] The above content is only a preferred exemplary embodiment of the present application and is not intended to limit the implementation scheme of the present application. A person skilled in the art can easily make corresponding changes or modifications based on the main concept and spirit of the present application. Therefore, the scope of protection of the present application shall be based on the scope of protection required by the claims.

Claims

1. A method for controlling vehicle shock absorption, characterized in that: The control method comprises: Sending electromagnetic waves to a target area to receive reflected waves obtained by reflecting the electromagnetic waves at various points in the target area; Calculating the distance between the vehicle and each point in the target area according to the sending time of the electromagnetic wave and the receiving time of each reflected wave; Determining the road surface type of the target area according to the difference in distance between adjacent points; Determining the position parameters of the target area according to the transmission parameters of the electromagnetic wave and the reflection parameters of each reflected wave; A target damping control strategy is determined according to the road surface type and the position parameter of the target area, so that the vehicle performs a damping control operation when passing through the target area.

2. The control method according to claim 1, characterized in that: Determining the road surface type of the target area according to the difference in distance between adjacent points further includes: Perform a difference operation on the distances corresponding to the adjacent points to calculate the distance difference between the multiple adjacent points; If the distance difference between the target adjacent points is greater than zero, it indicates the type of road surface on which the target adjacent points form potholes; wherein the target adjacent points are any adjacent points in the target area; If the distance difference between the target adjacent points is less than zero, it indicates that the target adjacent points form a convex road surface type; The road surface type of the target area is determined according to the road surface types represented by all adjacent points in the target area.

3. The control method according to claim 1, characterized in that: The target damping control strategy includes a damping control delay; the position parameter includes a front half area and a rear half area of ​​the target area; The step of determining a target damping control strategy according to the road surface type and the position parameter of the target area further comprises: According to the position parameters and the vehicle's to-be-traveled trajectory, the target wheels that will pass through the target area are determined; wherein the target wheels include a target front wheel and a target rear wheel; Calculating the damping control time delay according to the distance difference between the target traveling front wheel and the target traveling rear wheel, and the current vehicle speed of the vehicle; Determining, according to the road surface type of the target area, a damping control sub-strategy and a suspension height control sub-strategy of the target wheel in the first half area and the second half area respectively; A target shock absorption control strategy is determined according to the damping control sub-strategy, the suspension height control sub-strategy, and the shock absorption control delay.

4. The control method according to claim 3, characterized in that: The step of determining the damping control sub-strategy and the suspension height control sub-strategy of the target wheel in the first half region and the second half region respectively according to the road surface type of the target region further includes: If the road surface type of the target area is a bump type, the damping control sub-strategy: reduces the shock absorber damping of the target wheel in the first half area, and increases the shock absorber damping of the target wheel in the second half area; the suspension height control sub-strategy: reduces the suspension height of the target wheel in the first half area, and increases the suspension height of the target wheel in the second half area; If the road surface type of the target area is a pothole type, the damping control sub-strategy is: to increase the shock absorber damping of the target wheel in the first half area, and to reduce the shock absorber damping of the target wheel in the second half area; the suspension height control sub-strategy is: to increase the suspension height of the target wheel in the first half area, and to reduce the suspension height of the target wheel in the second half area.

5. The control method according to claim 1, characterized in that: The determining of a target shock absorption control strategy according to the road surface type of the target area and the position parameter further comprises: Determining a target wheel of the vehicle that will pass through the target area according to the position parameter and the vehicle's to-be-traveled trajectory; If the road surface type of the target area is a step type, a target shock absorption control strategy is determined: when the vehicle passes through the target area, the shock absorber damping of the target wheel is reduced, and the suspension height of the target wheel is lowered.

6. The control method according to any one of claims 1 to 5, characterized in that: The step of calculating the distance between the vehicle and each point in the target area according to the sending time of the electromagnetic wave and the receiving time of each reflected wave further includes: Subtract the receiving time of each reflected wave from the sending time of the electromagnetic wave to obtain the time difference corresponding to each point in the target area; The distance between the vehicle and each point in the target area is calculated based on the speed of light and each time difference.

7. The control method according to any one of claims 1 to 5, characterized in that: The reflection parameters include reflection power; the position parameters include the position, size and shape of the target area; The determining the position parameters of the target area according to the transmission parameters of the electromagnetic wave and the reflection parameters of each reflected wave further includes: Calculate the cross-sectional area corresponding to each point in the target area according to the transmission parameters of the electromagnetic wave and the reflection power of each reflected wave; The position and region edge of the target region are determined according to each cross-sectional area, so as to determine the size and shape of the target region.

8. A vehicle shock absorption control device, characterized in that: The control device comprises: A sending and receiving module, used for sending electromagnetic waves to a target area, and receiving reflected waves obtained by reflecting the electromagnetic waves at various points in the target area; A distance calculation module, used to calculate the distance between the vehicle and each point in the target area according to the sending time of the electromagnetic wave and the receiving time of each reflected wave; A road surface type determination module, used to determine the road surface type of the target area according to the size of the distance difference between adjacent points; A position parameter determination module, used to determine the position parameters of the target area according to the transmission parameters of the electromagnetic wave and the reflection parameters of each reflected wave; The control module is used to determine a target shock absorption control strategy according to the road surface type of the target area and the position parameter, so that the vehicle performs a shock absorption control operation when passing through the target area.

9. An electronic device, characterized in that: include: Controller; A memory for storing one or more programs, which, when executed by the controller, enables the controller to implement the control method described in any one of claims 1 to 7.

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

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