Bumpy road section identification method, electronic equipment and vehicle

Abstract

The invention provides a bumpy road section recognition method, electronic equipment and a vehicle, and relates to the technical field of vehicle data processing, and the method comprises the steps: obtaining a current wheel speed, a plurality of historical wheel speeds and a plurality of historical longitudinal accelerations of the vehicle; and determining a mean wheel speed according to the current wheel speed, the plurality of historical wheel speeds and the plurality of historical longitudinal accelerations. Whether the current road section is the bumpy road section or not can be accurately determined through the difference between the current wheel speed and the average wheel speed, and the recognition accuracy of the bumpy road section is ensured. The preset jolting condition represents a relation condition which needs to be met by the current wheel speed and the average wheel speed under a jolting road section. If it is determined that the current wheel speed and the average wheel speed meet the preset bumping condition, it can be determined that the wheels enter the bumping road section. Through the bumpy road section identification method, accurate identification of the bumpy road section can be realized.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle data processing, and in particular to a bumpy road section identification method, electronic equipment and a vehicle. Background Art

[0002] When a vehicle is driving on a continuously bumpy road, the wheel speed fluctuates due to the frequent switching of the wheels between the suspended state and the grounded state. This has a significant impact on the subsequent state estimation and vehicle control processes based on the wheel speed. Therefore, in order to avoid the above problems, it is necessary to correct the fluctuating wheel speed, and when to correct the wheel speed depends on the accurate identification of the bumpy road. At present, there is an inaccurate identification problem in the identification of bumpy roads. Summary of the invention

[0003] In view of this, the purpose of the present application is to propose a bumpy road section identification method, electronic equipment and vehicle to solve the problem of inaccurate bumpy road section identification.

[0004] Based on the above purpose, the first aspect of the present application provides a method for identifying a bumpy road section, comprising: Obtain the current wheel speed, multiple historical wheel speeds and multiple historical longitudinal accelerations of the vehicle; determining a mean wheel speed according to the current wheel speed, a plurality of historical wheel speeds and a plurality of historical longitudinal accelerations; In response to determining that the current wheel speed and the average wheel speed satisfy a preset bump condition, it is determined that the wheel enters a bumpy road section.

[0005] In this embodiment, since the average wheel speed combines the historical wheel speed and the historical longitudinal acceleration, after calculating the average, the fluctuation of the wheel speed caused by the uneven road surface can be avoided. By comparing and analyzing the current wheel speed and the average wheel speed, the difference between the current wheel speed and the average wheel speed can accurately determine whether the current road section is a bumpy road section, thereby ensuring the accuracy of bumpy road section identification.

[0006] Optionally, determining the mean wheel speed according to the current wheel speed, a plurality of historical wheel speeds and a plurality of historical longitudinal accelerations includes: Determine a conversion wheel speed corresponding to each historical wheel speed according to a plurality of historical longitudinal accelerations, a plurality of historical wheel speeds and a data collection period; The average wheel speed is calculated according to all converted wheel speeds and the current wheel speed.

[0007] The method of this embodiment provides a method for calculating the mean wheel speed, so that the calculated mean wheel speed meets the wheel speed generated on a flat road surface, and the phase delay is small. Compared with the large phase delay generated by the low-pass filtering operation using a large filter coefficient, the method of this embodiment is more helpful to improve the accuracy of vehicle control.

[0008] Optionally, determining the conversion wheel speed corresponding to each historical wheel speed according to multiple historical longitudinal accelerations, multiple historical wheel speeds and data collection cycles includes: For each historical wheel speed, Determine a historical moment corresponding to the historical wheel speed as a target moment, and use a historical longitudinal acceleration corresponding to a historical moment greater than or equal to the target moment as a target longitudinal acceleration; Calculating a sum of all target longitudinal accelerations as a first sum, and taking a product of the first sum and the data acquisition period as a first product; The sum of the first product and the historical wheel speed is used as the converted wheel speed corresponding to the historical wheel speed.

[0009] Through the method of this embodiment, a method for converting each historical wheel speed is provided, and each historical wheel speed is converted into the corresponding wheel speed at the current moment, that is, the corresponding wheel speed at the current moment is calculated according to each historical wheel speed. In the case that the current wheel speed is inaccurate, the current wheel speed can be corrected according to multiple converted wheel speeds later, so that the corrected wheel speed can be close to the wheel speed on a flat road surface.

[0010] Optionally, the calculating the average wheel speed according to all converted wheel speeds and the current wheel speed includes: The average of the sum of all converted wheel speeds and the current wheel speed is taken as the average wheel speed.

[0011] Since the mean wheel speed is obtained by taking the average, it represents the average value of the current wheel speed and all converted wheel speeds, which can effectively eliminate the impact of fluctuations on the wheel speed. Therefore, the mean wheel speed is closer to the wheel speed generated under flat road conditions.

[0012] Optionally, the determining whether the current wheel speed and the average wheel speed satisfy a preset bump condition includes: Calculating a difference between the current wheel speed and the average wheel speed as a differential wheel speed; In response to determining that the differential wheel speed exceeds a preset wheel speed range, determining that the current wheel speed and the average wheel speed satisfy a preset bump condition.

[0013] Through the method of this embodiment, it is possible to accurately determine whether the current wheel speed and the average wheel speed meet the preset bumpy condition, and it is also possible to accurately determine whether the road section where the current wheel is located is a bumpy section, thereby improving the accuracy of bumpy section identification. At the same time, since the calculation method of the average wheel speed occupies less computing resources, the difference calculation process between the current wheel speed and the average wheel speed and the comparison process with the preset wheel speed range are both relatively simple, and the computing resource occupation is also relatively small, and thus the judgment process of determining whether the preset bumpy condition is met based on the average wheel speed and the current wheel speed has a faster response, which can improve the timeliness of judging the bumpy section.

[0014] Optionally, determining that the differential wheel speed exceeds a preset wheel speed range includes: In response to the differential wheel speed corresponding to the first moment being greater than an upper limit of the preset wheel speed range, and the differential wheel speed corresponding to the second moment being less than a lower limit of the preset wheel speed range, determining that the differential wheel speed exceeds the preset wheel speed range; The first moment is different from the second moment, and the duration between the first moment and the second moment does not exceed a first preset duration.

[0015] Through the method of this embodiment, it is possible to accurately determine whether the differential wheel speed exceeds the preset wheel speed range. If it exceeds, it means that the differential wheel speed fluctuates greatly, and thus it is possible to accurately determine that the wheel has entered a bumpy road section, so that the current wheel speed can be corrected immediately to avoid affecting the normal driving of the vehicle.

[0016] Optionally, determining that the differential wheel speed exceeds a preset wheel speed range includes: In response to the difference wheel speed corresponding to the third moment being greater than the upper limit of the preset wheel speed range, activating the upper limit flag and maintaining it for a second preset time period; In response to the difference wheel speed corresponding to the fourth moment being less than the lower limit of the preset wheel speed range, activating the lower limit flag and maintaining it for a second preset time period; In response to detecting that both the upper limit flag and the lower limit flag are in an activated state, it is determined that the differential wheel speed exceeds a preset wheel speed range.

[0017] Through the method of this embodiment, it is possible to accurately determine whether the differential wheel speed exceeds the preset wheel speed range by judging the flag position. If it exceeds, it means that the differential wheel speed fluctuates greatly, and thus it is possible to accurately determine that the wheel has entered a bumpy road section. This facilitates subsequent correction of the current wheel speed to avoid affecting the normal driving of the vehicle.

[0018] Optionally, the method further includes: The mean wheel speed is used as the wheel speed after correcting the current wheel speed.

[0019] This embodiment provides a data basis for subsequent vehicle control, improves the accuracy of subsequent vehicle control, and ensures vehicle driving safety. At the same time, since the calculation response speed of the mean wheel speed is fast, the fluctuating current wheel speed can be corrected immediately, thereby improving the timeliness of subsequent vehicle control.

[0020] Based on the same inventive concept, the second aspect of the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described in the first aspect when executing the computer program.

[0021] Based on the same inventive concept, the third aspect of the present application also provides a vehicle, comprising the electronic device as described in the second aspect.

[0022] As can be seen from the above, the bumpy road section identification method, electronic device and vehicle provided by the present application include obtaining the current wheel speed, multiple historical wheel speeds and multiple historical longitudinal accelerations of the vehicle. The average wheel speed is determined according to the current wheel speed, multiple historical wheel speeds and multiple historical longitudinal accelerations. Since the average wheel speed combines the historical wheel speed and the historical longitudinal acceleration, after calculating the average, the fluctuation of the wheel speed caused by the uneven road surface can be avoided. Therefore, the average wheel speed can be more in line with the wheel speed under a flat road surface than the current wheel speed. Determine whether the current wheel speed and the average wheel speed meet the preset bumpy condition, that is, compare the current wheel speed with the average wheel speed. If the current wheel speed is the wheel speed generated under a bumpy road section, and the average wheel speed represents the wheel speed under a flat road surface, by comparing and analyzing the difference between the current wheel speed and the average wheel speed, it is possible to accurately determine whether the current road section is a bumpy road section, thereby ensuring the accuracy of bumpy road section identification. The preset bumpy condition represents the relationship condition that the current wheel speed and the average wheel speed need to meet under a bumpy road section. If it is determined that the current wheel speed and the average wheel speed meet the preset bumpy condition, it can be determined that the wheel enters a bumpy road section. The bumpy road section identification method of the present application can achieve accurate identification of the bumpy road section. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 A schematic diagram of the process of the bumpy road section identification method according to an embodiment of the present application; Figure 2 This is a schematic diagram of the structure of a bumpy road section identification device according to an embodiment of the present application; Figure 3 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0025] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0026] The wheel speed signal during vehicle driving is very important vehicle data. Wheel speed can be used to calculate vehicle speed, determine vehicle motion state, and assist driver assistance systems. Wheel speed signals can determine the actual motion state of the vehicle. When the motion states of the four wheels are inconsistent, the wheel speed signals will have significant differences, which is crucial for the realization of many vehicle functions (such as anti-lock braking systems, electronic stability control systems, etc.). Wheel speed signals are an important part of active safety systems such as anti-lock braking systems and electronic stability control systems. These systems use wheel speed signals to detect wheel slip, thereby adjusting the braking force and driving force to ensure stable vehicle driving. Wheel speed signals are mainly collected by wheel speed sensors. After being collected by wheel speed sensors, they are transmitted to the relevant controllers on the vehicle side through the controller area network in the vehicle.

[0027] When a vehicle is driving on a continuously bumpy road, due to the unevenness of the road surface, the wheels will frequently switch between the suspended state and the grounded state, causing the wheel speed to fluctuate, which will affect the subsequent vehicle state estimation based on the wheel speed and vehicle auxiliary control. In order to avoid the above problems, it is necessary to correct the fluctuating wheel speed in a timely manner. When to correct the wheel speed depends on the accurate identification of the flatness of the road surface. Only when the wheel enters the bumpy section accurately and timely can the wheel speed be corrected in a timely manner. At present, there is an inaccurate problem in the identification of bumpy sections.

[0028] In view of this, the present application proposes a bumpy road section identification method, which can realize timely and accurate identification of bumpy road sections. After determining that the wheel enters the bumpy road section, the fluctuation of the wheel speed can also be corrected, and the corrected wheel speed will not have obvious lag, which is conducive to the vehicle-side controller to realize accurate control of the vehicle.

[0029] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0030] This application proposes a method for identifying bumpy road sections. Figure 1 , applied to the vehicle-side controller, including the following steps: Step 102: Obtain the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations of the vehicle.

[0031] Specifically, the wheel speed and longitudinal acceleration of the vehicle can be collected by corresponding sensors. The wheel speed can be collected by the wheel speed sensor, and the longitudinal acceleration can be collected by the longitudinal acceleration sensor. The collected wheel speed and longitudinal acceleration can be transmitted to the controller on the vehicle side through the controller local area network in the vehicle. At the same time, the collected wheel speed and longitudinal acceleration can be stored in the data register on the vehicle side as the historical wheel speed and historical longitudinal acceleration. The vehicle-side controller can read the historical wheel speed and historical longitudinal acceleration from the data register.

[0032] Generally, in order to avoid an increasing amount of data stored in the data register, fixed-cycle data can be stored in the data register. For example, the wheel speed and longitudinal acceleration of 13 data collection cycles are stored in the data register in a rolling manner, and the data collection cycle is 0.01s. As data is continuously collected, the historical wheel speed and historical longitudinal acceleration are synchronously updated in the data register to ensure that the data currently stored in the data register are all data within the 13 data collection cycles before the current moment.

[0033] Step 104: Determine a mean wheel speed according to the current wheel speed, a plurality of historical wheel speeds and a plurality of historical longitudinal accelerations.

[0034] Specifically, the average wheel speed is obtained by averaging the current wheel speed and a plurality of processed historical wheel speeds. For each historical wheel speed, the processed historical wheel speed is obtained by processing it according to a plurality of historical longitudinal accelerations.

[0035] Furthermore, step 104 also includes: Step 1041: Determine a conversion wheel speed corresponding to each historical wheel speed according to a plurality of historical longitudinal accelerations, a plurality of historical wheel speeds and a data collection period.

[0036] The converted wheel speed is the wheel speed obtained by processing the historical wheel speed according to the historical longitudinal acceleration. The purpose is to convert each historical wheel speed into a wheel speed representing the current moment. The moment corresponding to the historical wheel speed is the historical moment. Using the number of data collection cycles between the historical moment and the current moment, as well as the historical wheel speed, the wheel speed at the current moment can be calculated.

[0037] Furthermore, step 1041 also includes: For each historical wheel speed, Determine a historical moment corresponding to the historical wheel speed as a target moment, and use a historical longitudinal acceleration corresponding to a historical moment greater than or equal to the target moment as a target longitudinal acceleration; Calculating a sum of all target longitudinal accelerations as a first sum, and taking a product of the first sum and the data acquisition period as a first product; The sum of the first product and the historical wheel speed is used as the converted wheel speed corresponding to the historical wheel speed.

[0038] For example, the current time is recorded as k+1, and the wheel speed and longitudinal acceleration of the past 13 data collection cycles are stored in the data register, and recorded as follows:

[0039] in, represents the historical longitudinal acceleration set, Represents a collection of historical wheel speeds. represents the longitudinal acceleration collected at time k, and so on, represents the longitudinal acceleration collected at the k-11 moment, Represents the longitudinal acceleration collected at time k-12. represents the wheel speed collected at time k, and so on. represents the wheel speed collected at the k-11 moment, Indicates the wheel speed collected at the k-12 moment.

[0040] For each historical wheel speed, e.g. , then the corresponding conversion wheel speed The calculation method is as follows:

[0041] Will The corresponding historical moment k is taken as the target moment, and the historical moments greater than or equal to the target moment only include moment k, then the historical longitudinal acceleration corresponding to moment k is taken as As the target longitudinal acceleration. The product of the data acquisition period T is taken as the first product , multiply the first product and The sum of Corresponding conversion wheel speed .

[0042] For example, for historical wheel speed , then the corresponding conversion wheel speed The calculation method is as follows:

[0043] Will The corresponding historical moment k-12 is taken as the target moment, and the historical moments greater than or equal to the target moment include moments k, k-1, k-2, ..., k-12. The historical longitudinal accelerations corresponding to all target moments are taken as the target longitudinal accelerations, and the target longitudinal accelerations include , , , …, Calculate the sum of all target longitudinal accelerations as the first sum, multiply the first sum and T as the first product, and then multiply the first product by The sum of The corresponding conversion wheel speed .

[0044] Based on the above method, the same processing is performed on each historical wheel speed to obtain the conversion wheel speed corresponding to each historical wheel speed. The conversion wheel speeds are as follows:

[0045] Through the method of this embodiment, a method for converting each historical wheel speed is provided, and each historical wheel speed is converted into a corresponding wheel speed at the current moment, that is, a corresponding wheel speed at the current moment is calculated according to each historical wheel speed. In the case that the current wheel speed is inaccurate, the current wheel speed can be corrected according to multiple converted wheel speeds later, so that the corrected wheel speed can be close to the wheel speed on a flat road surface.

[0046] Step 1042: Calculate the average wheel speed according to all converted wheel speeds and the current wheel speed.

[0047] Furthermore, step 1042 further includes: taking the average of the sum of all converted wheel speeds and the current wheel speed as the average wheel speed.

[0048] After determining the conversion wheel speed corresponding to each historical wheel speed, it is necessary to further determine the average wheel speed. The average wheel speed is the wheel speed obtained by summing the current wheel speed and all conversion wheel speeds and then taking the average. The specific calculation method is as follows:

[0049] in, Indicates the wheel speed corresponding to time k+1, that is, the current wheel speed. Since the number of converted wheel speeds is 13, plus the current wheel speed, when calculating the average, the denominator in the above formula is equal to 14. Since the mean wheel speed is obtained by taking the average, the mean wheel speed represents the average value of the current wheel speed and all converted wheel speeds, which can effectively eliminate the impact of fluctuations on the current wheel speed. Therefore, the mean wheel speed is closer to the wheel speed generated under flat road conditions.

[0050] It should be noted that when calculating the average wheel speed, the number of historical wheel speeds and historical longitudinal accelerations used should not be too many or too few. Since each converted wheel speed is obtained through inference, if the number of historical wheel speeds and historical longitudinal accelerations is too large, the cumulative error of the inference will increase, and thus the error generated when calculating the average wheel speed may be too large, thereby affecting the accuracy of the average wheel speed. On the contrary, if the number of historical wheel speeds and historical longitudinal accelerations is too small, it will affect the elimination effect of the average wheel speed on the fluctuation effect, resulting in the possibility that the calculated average wheel speed still has a large fluctuation, which does not conform to the wheel speed generated on a flat road surface. Therefore, it is more important to reasonably determine the number of historical wheel speeds and historical longitudinal accelerations. In this embodiment, the number of historical wheel speeds and historical longitudinal accelerations used to calculate the average wheel speed is in the range of 10 to 30, such as using the historical wheel speeds and historical longitudinal accelerations obtained in 13 data collection cycles for calculation. Within this range, the calculated average wheel speed is relatively reasonable, not only close to the wheel speed generated on a flat road surface, but also the cumulative error is within an acceptable range.

[0051] In addition, since the average wheel speed is calculated based on limited historical data, the time between the time when the selected historical data is collected and the current time is short, so the calculated average wheel speed will not produce a large phase delay. In other words, the historical data selected in this embodiment are all data close to the current time, rather than data with a large time difference from the current time, so the phase delay generated is relatively small. Furthermore, when the average wheel speed is calculated based on the above historical data, it can better act on the subsequent vehicle control, avoiding the problem of inaccurate control caused by using historical data from a long time ago for vehicle control.

[0052] The method of this embodiment provides a method for calculating the mean wheel speed, so that the calculated mean wheel speed meets the wheel speed generated on a flat road surface, and the phase delay is small. Compared with the large phase delay generated by the low-pass filtering operation using a large filter coefficient, the method of this embodiment is more helpful to improve the accuracy of vehicle control.

[0053] Step 106: In response to determining that the current wheel speed and the average wheel speed satisfy a preset bump condition, determine that the wheel enters a bumpy road section.

[0054] Specifically, the preset bumpy condition represents the condition that the current wheel speed and the average wheel speed need to satisfy when the road section is a bumpy section. The preset bumpy condition can accurately and quickly determine whether the wheel currently enters a bumpy section.

[0055] It should be noted that the solution of this embodiment is to make a judgment for each wheel. If the current wheel speed of a wheel and the average wheel speed calculated based on the historical data of the wheel meet the preset bumpy condition, it is determined that the wheel has entered a bumpy section, and the current wheel speed of the wheel can be corrected later. A single wheel has entered a bumpy section, which may be due to the presence of some obstacles such as stones on the path of the single wheel, but it does not mean that the whole vehicle has entered a bumpy section. Therefore, only the wheel speed of the wheel determined to have entered the bumpy section can be corrected later, and the wheel speeds of other wheels do not need to be corrected. In other words, the method of this embodiment can not only correct the wheel speed of the whole vehicle when it enters a bumpy section, but also correct the wheel speed of individual wheels when there is a speed fluctuation of individual wheels, which is more practical during vehicle driving.

[0056] Based on the above steps 102 to 106, the bumpy road section identification method provided in this embodiment includes obtaining the current wheel speed, multiple historical wheel speeds and multiple historical longitudinal accelerations of the vehicle. The average wheel speed is determined according to the current wheel speed, multiple historical wheel speeds and multiple historical longitudinal accelerations. Since the average wheel speed combines the historical wheel speed and the historical longitudinal acceleration, after calculating the average, the fluctuation of the wheel speed caused by the uneven road surface can be avoided. Therefore, the average wheel speed can be more in line with the wheel speed under a flat road surface than the current wheel speed. Determine whether the current wheel speed and the average wheel speed meet the preset bumpy condition, that is, compare the current wheel speed with the average wheel speed. If the current wheel speed is the wheel speed generated under a bumpy road section, and the average wheel speed represents the wheel speed under a flat road surface, by comparing and analyzing the difference between the current wheel speed and the average wheel speed, it is possible to accurately determine whether the current road section is a bumpy road section, thereby ensuring the accuracy of bumpy road section identification. The preset bumpy condition represents the relationship condition that the current wheel speed and the average wheel speed need to meet under a bumpy road section. If it is determined that the current wheel speed and the average wheel speed meet the preset bumpy condition, it can be determined that the wheel enters a bumpy road section. The bumpy road section identification method of the present application can achieve accurate identification of the bumpy road section.

[0057] The following describes how to determine whether the preset bump condition is met through a specific embodiment.

[0058] In some embodiments, determining that the current wheel speed and the average wheel speed satisfy a preset bump condition includes: Calculating a difference between the current wheel speed and the average wheel speed as a differential wheel speed; In response to determining that the differential wheel speed exceeds a preset wheel speed range, determining that the current wheel speed and the average wheel speed satisfy a preset bump condition.

[0059] Specifically, first determine the difference between the current wheel speed and the mean wheel speed. Since the mean wheel speed is closer to the wheel speed generated on a flat road, the current wheel speed is processed with the mean wheel speed. The obtained difference wheel speed can reflect the degree of fluctuation of the current wheel speed near the normal wheel speed. If the difference wheel speed is not within a reasonable range (i.e., the preset wheel speed range), it can be determined that the current wheel speed fluctuates greatly and belongs to the wheel speed generated by the wheel on a bumpy road section, and it is determined that the current wheel speed and the mean wheel speed meet the preset bump condition. Exemplarily, the preset wheel speed range can be (-0.2m / s, 0.2m / s).

[0060] On the contrary, if the differential wheel speed is within the preset wheel speed range, it means that the current wheel speed fluctuates less and the road section on which the wheel is currently traveling has a higher flatness, and it is determined that the current wheel speed and the average wheel speed do not meet the preset bump condition.

[0061] Through the method of this embodiment, it is possible to accurately determine whether the current wheel speed and the average wheel speed meet the preset bumpy condition, and it is also possible to accurately determine whether the road section where the current wheel is located is a bumpy section, thereby improving the accuracy of bumpy section identification. At the same time, since the calculation method of the average wheel speed occupies less computing resources, the difference calculation process between the current wheel speed and the average wheel speed and the comparison process with the preset wheel speed range are relatively simple, and the computing resource occupation is also relatively small, and thus the judgment process of determining whether the preset bumpy condition is met based on the average wheel speed and the current wheel speed has a faster response, which can improve the timeliness of bumpy section judgment.

[0062] The present application provides two judgment methods for determining whether the differential wheel speed exceeds the preset wheel speed range, which are respectively described through specific embodiments below.

[0063] In a specific embodiment, determining that the differential wheel speed exceeds a preset wheel speed range includes: In response to the differential wheel speed corresponding to the first moment being greater than an upper limit of the preset wheel speed range, and the differential wheel speed corresponding to the second moment being less than a lower limit of the preset wheel speed range, determining that the differential wheel speed exceeds the preset wheel speed range; The first moment is different from the second moment, and the duration between the first moment and the second moment does not exceed a first preset duration.

[0064] Specifically, the difference wheel speed exceeds the preset wheel speed range in two cases, the first case is that the difference wheel speed is higher than the upper limit of the preset wheel speed range, and the other case is that the difference wheel speed is lower than the lower limit of the preset wheel speed range. If the difference wheel speed determined in real time is greater than the upper limit of the preset wheel speed range at the first moment within the first preset time length, it means that the current wheel may be in a suspended state, and the ground friction is reduced, resulting in a higher wheel speed. At the second moment, it is less than the lower limit of the preset wheel speed range, indicating that the current wheel may be in a ground contact state, and the ground friction is large, resulting in a lower wheel speed. After the above situation occurs, it means that the fluctuation of the difference wheel speed is relatively large, so it can be determined that the difference wheel speed exceeds the preset wheel speed range. Exemplarily, the first preset time length can be 0.15s. The first moment and the second moment are both within the first preset time length range, wherein the first moment is earlier than the second moment, or the first moment is later than the second moment. If the first moment and the second moment are not within the first preset time length range, that is, the time difference between the first moment and the second moment exceeds the first preset time length range, it is determined that the difference wheel speed does not exceed the preset wheel speed range.

[0065] Through the method of this embodiment, it is possible to accurately determine whether the differential wheel speed exceeds the preset wheel speed range. If it exceeds, it means that the differential wheel speed fluctuates greatly, and thus it is possible to accurately determine that the wheel has entered a bumpy road section, so that the current wheel speed can be corrected in a timely manner to avoid affecting the normal driving of the vehicle.

[0066] In another specific embodiment, determining that the differential wheel speed exceeds a preset wheel speed range includes: In response to the difference wheel speed corresponding to the third moment being greater than the upper limit of the preset wheel speed range, activating the upper limit flag and maintaining it for a second preset time period; In response to the difference wheel speed corresponding to the fourth moment being less than the lower limit of the preset wheel speed range, activating the lower limit flag and maintaining it for a second preset time period; In response to detecting that both the upper limit flag and the lower limit flag are in an activated state, it is determined that the differential wheel speed exceeds a preset wheel speed range.

[0067] Specifically, a flag is introduced in the present embodiment, and the flag is used to assist in determining whether the differential wheel speed exceeds the preset wheel speed range. If at the third moment, the differential wheel speed is greater than the upper limit of the preset wheel speed range, the upper limit flag is activated accordingly, and the upper limit flag is controlled to remain in an activated state for a second preset time period. After exceeding the second preset time period, the upper limit flag is controlled to be restored to an inactivated state. Exemplarily, the activation of the upper limit flag may specifically include controlling the upper limit flag to be set from 0 to 1. Among them, 0 indicates that the upper limit flag is not activated, and 1 indicates that the upper limit flag is activated.

[0068] Correspondingly, if at the fourth moment, the differential wheel speed is less than the lower limit of the preset wheel speed range, the lower limit flag is activated accordingly, and the lower limit flag is controlled to be in an activated state for a second preset time. If the second preset time is exceeded, the lower limit flag is controlled to be restored to an inactivated state. Exemplarily, the activation of the lower limit flag may specifically include controlling the lower limit flag to be set from 0 to 1. Among them, 0 indicates that the lower limit flag is not activated, and 1 indicates that the lower limit flag is activated.

[0069] If it is detected that both the upper limit flag and the lower limit flag are activated, it means that the differential wheel speed has fluctuated in a short period of time, and it can be determined that the differential wheel speed exceeds the preset wheel speed range. The second preset time can be 0.15s. If only the upper limit flag or the lower limit flag is activated, it means that the differential wheel speed has not fluctuated, and it is determined that the differential wheel speed does not exceed the preset wheel speed range. The third moment is earlier than the fourth moment, or the third moment is later than the fourth moment.

[0070] Through the method of this embodiment, the flag position can be used to accurately determine whether the differential wheel speed exceeds the preset wheel speed range. If it exceeds, it means that the differential wheel speed fluctuates greatly, and thus it can be accurately determined that the wheel has entered a bumpy road section. This facilitates the subsequent timely correction of the current wheel speed to avoid affecting the normal driving of the vehicle.

[0071] Through the method of the aforementioned embodiment, it is possible to accurately determine whether the wheel has entered a bumpy section. If it is determined that the wheel has entered a bumpy section, it means that the wheel speed is generated under bumpy road conditions and has large fluctuations. If it is directly used for subsequent vehicle state estimation or vehicle control, it may cause inaccurate estimation or control. Therefore, it is necessary to correct the current wheel speed. The following describes how to correct the current wheel speed through a specific embodiment.

[0072] In some embodiments, the method further includes: using the average wheel speed as the wheel speed after correcting the current wheel speed.

[0073] Specifically, as described in the above embodiment, the calculated average wheel speed is closer to the wheel speed generated on a flat road section, that is, the average wheel speed eliminates the impact of bumpy road sections on wheel speed fluctuations. Therefore, the average wheel speed can be directly output as the corrected current wheel speed, and the average wheel speed can be sent to the relevant vehicle-side controller to provide a data basis for subsequent vehicle control, improve the accuracy of subsequent vehicle control, and ensure vehicle driving safety. At the same time, since the calculation response speed of the average wheel speed is fast, the current wheel speed with large fluctuations can be corrected in time, thereby improving the timeliness of subsequent vehicle control.

[0074] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0075] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0076] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a bumpy road section identification device.

[0077] refer to Figure 2 , the bumpy road section identification device comprises: An acquisition module 202 is configured to acquire a current wheel speed, a plurality of historical wheel speeds, and a plurality of historical longitudinal accelerations of the vehicle; A first determination module 204 is configured to determine a mean wheel speed according to the current wheel speed, a plurality of historical wheel speeds and a plurality of historical longitudinal accelerations; The second determination module 206 is configured to determine that the wheel enters a bumpy road section in response to determining that the current wheel speed and the average wheel speed satisfy a preset bump condition.

[0078] In some embodiments, the first determination module 204 is configured to determine the converted wheel speed corresponding to each historical wheel speed according to multiple historical longitudinal accelerations, multiple historical wheel speeds and data collection cycles; and calculate the average wheel speed according to all converted wheel speeds and the current wheel speed.

[0079] In some embodiments, the first determination module 204 is configured to determine, for each historical wheel speed, a historical moment corresponding to the historical wheel speed as a target moment, and a historical longitudinal acceleration corresponding to a historical moment greater than or equal to the target moment as a target longitudinal acceleration; calculate the sum of all target longitudinal accelerations as a first sum, and take the product of the first sum and the data acquisition period as a first product; and take the sum of the first product and the historical wheel speed as a converted wheel speed corresponding to the historical wheel speed.

[0080] In some embodiments, the first determination module 204 is configured to take the average of the sum of all converted wheel speeds and the current wheel speed as the average wheel speed.

[0081] In some embodiments, the second determination module 206 is configured to calculate the difference between the current wheel speed and the mean wheel speed as the differential wheel speed; in response to determining that the differential wheel speed exceeds a preset wheel speed range, determine that the current wheel speed and the mean wheel speed satisfy a preset bump condition.

[0082] In some embodiments, the second determination module 206 is configured to determine that the differential wheel speed exceeds the preset wheel speed range in response to the differential wheel speed corresponding to the first moment being greater than the upper limit of the preset wheel speed range, and the differential wheel speed corresponding to the second moment being less than the lower limit of the preset wheel speed range; wherein the first moment is different from the second moment, and the duration between the first moment and the second moment does not exceed the first preset duration.

[0083] In some embodiments, the second determination module 206 is configured to, in response to the differential wheel speed corresponding to the third moment being greater than the upper limit value of the preset wheel speed range, activate the upper limit value flag and maintain it for a second preset time period; in response to the differential wheel speed corresponding to the fourth moment being less than the lower limit value of the preset wheel speed range, activate the lower limit value flag and maintain it for a second preset time period; in response to detecting that both the upper limit value flag and the lower limit value flag are in an activated state, determine that the differential wheel speed exceeds the preset wheel speed range.

[0084] In some embodiments, the method further includes a correction module configured to use the average wheel speed as the wheel speed after correcting the current wheel speed.

[0085] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0086] The device of the above embodiment is used to implement the corresponding bumpy road section identification method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0087] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the bumpy road section identification method described in any of the above embodiments is implemented.

[0088] Figure 3A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0089] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0090] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0091] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0092] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0093] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0094] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0095] The electronic device of the above embodiment is used to implement the corresponding bumpy road section identification method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0096] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the bumpy road section identification method described in any of the above embodiments.

[0097] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0098] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the bumpy road section identification method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0099] Based on the same concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer executes the method described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments and will not be repeated here.

[0100] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0101] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power / ground connections to the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device may be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0102] Although the present application has been described in conjunction with specific embodiments of the present application, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0103] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A method for identifying bumpy road sections, characterized in that: include: Obtain the current wheel speed, multiple historical wheel speeds and multiple historical longitudinal accelerations of the vehicle; determining a mean wheel speed according to the current wheel speed, a plurality of historical wheel speeds and a plurality of historical longitudinal accelerations; In response to determining that the current wheel speed and the average wheel speed satisfy a preset bump condition, it is determined that the wheel enters a bumpy road section.

2. The method according to claim 1, characterized in that The determining the mean wheel speed according to the current wheel speed, a plurality of historical wheel speeds and a plurality of historical longitudinal accelerations comprises: Determine a conversion wheel speed corresponding to each historical wheel speed according to a plurality of historical longitudinal accelerations, a plurality of historical wheel speeds and a data collection period; The average wheel speed is calculated according to all converted wheel speeds and the current wheel speed.

3. The method according to claim 2, characterized in that The step of determining the conversion wheel speed corresponding to each historical wheel speed according to the multiple historical longitudinal accelerations, the multiple historical wheel speeds and the data collection period includes: For each historical wheel speed, Determine a historical moment corresponding to the historical wheel speed as a target moment, and use a historical longitudinal acceleration corresponding to a historical moment greater than or equal to the target moment as a target longitudinal acceleration; Calculating a sum of all target longitudinal accelerations as a first sum, and taking a product of the first sum and the data acquisition period as a first product; The sum of the first product and the historical wheel speed is used as the converted wheel speed corresponding to the historical wheel speed.

4. The method according to claim 2, characterized in that: The calculating the average wheel speed according to all converted wheel speeds and the current wheel speed comprises: The average of the sum of all converted wheel speeds and the current wheel speed is taken as the average wheel speed.

5. The method according to claim 1, characterized in that The determining that the current wheel speed and the average wheel speed satisfy a preset bump condition includes: Calculating a difference between the current wheel speed and the average wheel speed as a differential wheel speed; In response to determining that the differential wheel speed exceeds a preset wheel speed range, determining that the current wheel speed and the average wheel speed satisfy a preset bump condition.

6. The method according to claim 5, characterized in that The determining that the differential wheel speed exceeds a preset wheel speed range includes: In response to the differential wheel speed corresponding to the first moment being greater than an upper limit of the preset wheel speed range, and the differential wheel speed corresponding to the second moment being less than a lower limit of the preset wheel speed range, determining that the differential wheel speed exceeds the preset wheel speed range; The first moment is different from the second moment, and the duration between the first moment and the second moment does not exceed a first preset duration.

7. The method according to claim 5, characterized in that The determining that the differential wheel speed exceeds a preset wheel speed range includes: In response to the difference wheel speed corresponding to the third moment being greater than the upper limit of the preset wheel speed range, activating the upper limit flag and maintaining it for a second preset time period; In response to the difference wheel speed corresponding to the fourth moment being less than the lower limit of the preset wheel speed range, activating the lower limit flag and maintaining it for a second preset time period; In response to detecting that both the upper limit flag and the lower limit flag are in an activated state, it is determined that the differential wheel speed exceeds a preset wheel speed range.

8. The method according to claim 1, characterized in that The method further comprises: The mean wheel speed is used as the wheel speed after correcting the current wheel speed.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: The vehicle comprises the electronic device as claimed in claim 9.

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