Bumpy Road Section Recognition Method, Electronic Device and Vehicle

Abstract

The present application provides a bumpy road section recognition method, an electronic device, and a vehicle, which relate to the technical field of vehicle data processing. The method includes obtaining the current wheel speed, a plurality of historical wheel speeds, and a plurality of historical longitudinal accelerations of the vehicle. A mean wheel speed is determined according to the current wheel speed, the plurality of historical wheel speeds, and the plurality of historical longitudinal accelerations. Through the difference between the current wheel speed and the mean wheel speed, it is possible to accurately determine whether the current road section is a bumpy road section, ensuring the accuracy of bumpy road section recognition. The preset bump condition represents the relationship condition that the current wheel speed and the mean wheel speed need to satisfy under a bumpy road section. If it is determined that the current wheel speed and the mean wheel speed satisfy the preset bump condition, it can be determined that the wheel enters a bumpy road section. Through the bumpy road section recognition method of the present application, accurate recognition of bumpy road sections can be achieved.

Description

Technical Field

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

[0002] When a vehicle is driving on a continuous bumpy road surface, due to the frequent switching of the wheels between the suspended state and the grounded state, the wheel speed fluctuates. This has a great impact on subsequent processes such as state estimation and vehicle control 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 surface. Currently, there is a problem of inaccurate identification of the bumpy road surface. Summary of the Invention

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

[0004] Based on the above purpose, the first aspect of the present application provides a bumpy road section identification method, including:

[0005] Obtain the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations of the vehicle;

[0006] Determine the average wheel speed according to the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations;

[0007] In response to determining that the current wheel speed and the average wheel speed meet a preset bump condition, determine that the wheel enters a bumpy road section.

[0008] In this embodiment, since the average wheel speed incorporates historical wheel speeds and historical longitudinal accelerations, after calculating the average value, it can avoid the fluctuations in the wheel speed caused by uneven road surfaces. By comparing and analyzing the current wheel speed and the average wheel speed, through 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, ensuring the accuracy of bumpy road section identification.

[0009] Optionally, the determining the average wheel speed according to the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations includes:

[0010] Determine the converted wheel speed corresponding to each historical wheel speed according to multiple historical longitudinal accelerations, multiple historical wheel speeds, and the data acquisition period;

[0011] Calculate the average wheel speed according to all the converted wheel speeds and the current wheel speed.

[0012] The method of this embodiment provides a method for calculating the average wheel speed, so that the calculated average wheel speed meets the wheel speed generated under a flat road surface, and at the same time, the phase delay is small. Compared with the large phase delay generated by the low-pass filtering operation with a large filtering coefficient, the method of this embodiment is more helpful for improving the accuracy of vehicle control.

[0013] Optionally, the determining the converted 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 acquisition period includes:

[0014] For each historical wheel speed,

[0015] Determine the historical moment corresponding to the historical wheel speed as the target moment, and use the historical longitudinal acceleration corresponding to the historical moment greater than or equal to the target moment as the target longitudinal acceleration;

[0016] Calculate the sum value of all target longitudinal accelerations as the first sum value, and use the product of the first sum value and the data acquisition period as the first product;

[0017] Use the sum value of the first product and the historical wheel speed as the converted wheel speed corresponding to the historical wheel speed.

[0018] 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 wheel speed corresponding to the current moment, that is, the wheel speed corresponding to the current moment is deduced according to each historical wheel speed. When the current wheel speed is inaccurate, the current wheel speed can be corrected according to a plurality of converted wheel speeds subsequently, so that the corrected wheel speed can be close to the wheel speed under a flat road surface.

[0019] Optionally, the calculating the average wheel speed according to all the converted wheel speeds and the current wheel speed includes:

[0020] Use the average value of the sum of all the converted wheel speeds and the current wheel speed as the average wheel speed.

[0021] Since the average wheel speed is obtained by taking the average value, the average wheel speed represents the average value of the current wheel speed and all the converted wheel speeds, which can effectively eliminate the influence of fluctuations on the wheel speed. Therefore, the average wheel speed is relatively close to the wheel speed generated under a flat road surface condition.

[0022] Optionally, the determining that the current wheel speed and the average wheel speed meet a preset bump condition includes:

[0023] Calculate the difference between the current wheel speed and the average wheel speed as the difference wheel speed;

[0024] In response to determining that the difference wheel speed exceeds a preset wheel speed range, it is determined that the current wheel speed and the average wheel speed meet a preset bump condition.

[0025] Through the method of this embodiment, it can be accurately determined whether the current wheel speed and the average wheel speed meet the preset bump condition, and thus it can be accurately judged whether the road section where the current wheel is located is a bumpy road section, improving the accuracy of bumpy road section recognition. At the same time, since the calculation method of the average wheel speed occupies less computing resources, the calculation process of the difference 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 also occupy less computing resources. Furthermore, the judgment process of determining whether the preset bump condition is met based on the average wheel speed and the current wheel speed responds quickly, which can improve the timeliness of judging bumpy road sections.

[0026] Optionally, the determining that the difference wheel speed exceeds a preset wheel speed range includes:

[0027] In response to the difference wheel speed corresponding to the first moment being greater than the upper limit value of the preset wheel speed range and the difference wheel speed corresponding to the second moment being less than the lower limit value of the preset wheel speed range, it is determined that the difference wheel speed exceeds the preset wheel speed range;

[0028] Wherein, the first moment is different from the second moment, and the time duration between the first moment and the second moment does not exceed a first preset time duration.

[0029] Through the method of this embodiment, it can be accurately determined whether the difference wheel speed exceeds the preset wheel speed range. If it exceeds, it means that the difference wheel speed fluctuates greatly, and thus it can be accurately determined that the wheel has entered a bumpy road section. This is convenient for subsequent correction of the current wheel speed in a timely manner to avoid affecting the normal driving of the vehicle.

[0030] Optionally, the determining that the difference wheel speed exceeds a preset wheel speed range includes:

[0031] In response to the difference wheel speed corresponding to the third moment being greater than the upper limit value of the preset wheel speed range, activate the upper limit flag bit and maintain it for a second preset time duration;

[0032] In response to the difference wheel speed corresponding to the fourth moment being less than the lower limit value of the preset wheel speed range, activate the lower limit flag bit and maintain it for a second preset time duration;

[0033] In response to detecting that both the upper limit flag bit and the lower limit flag bit are in an activated state, it is determined that the difference wheel speed exceeds the preset wheel speed range.

[0034] Through the method of this embodiment, by judging the flag bit, 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 then it can be accurately determined that the wheel has entered a bumpy section. This is convenient for subsequent correction of the current wheel speed in a timely manner to avoid affecting the normal driving of the vehicle.

[0035] Optionally, the method further includes:

[0036] Taking the average wheel speed as the wheel speed after correcting the current wheel speed.

[0037] This embodiment provides a data basis for subsequent vehicle control, improves the accuracy of subsequent vehicle control, and ensures the driving safety of the vehicle. At the same time, due to the relatively fast calculation response speed of the average wheel speed, it can correct the fluctuating current wheel speed in a timely manner, thereby improving the timeliness of subsequent vehicle control.

[0038] Based on the same inventive concept, a second aspect of the present application further provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable by the processor. When the processor executes the computer program, the method described in the first aspect is implemented.

[0039] Based on the same inventive concept, a third aspect of the present application further provides a vehicle, including the electronic device described in the second aspect.

[0040] As can be seen from the above, the bumpy section recognition method, electronic device, and vehicle provided by the present application. The method includes obtaining the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations of the vehicle. Determining the average wheel speed according to the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations. Since the average wheel speed incorporates historical wheel speeds and historical longitudinal accelerations, after calculating the average value, it can avoid the fluctuations in the wheel speed caused by uneven road surfaces. Therefore, the average wheel speed can be more consistent with the wheel speed under a flat road surface compared to the current wheel speed. Determining whether the current wheel speed and the average wheel speed meet the preset bump condition, that is, comparing the current wheel speed with the average wheel speed. If the current wheel speed is the wheel speed generated on a bumpy section, while 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 section is a bumpy section, ensuring the accuracy of bumpy section recognition. The preset bump condition represents the relationship condition that the current wheel speed and the average wheel speed need to meet under a bumpy section. If it is determined that the current wheel speed and the average wheel speed meet the preset bump condition, it can be determined that the wheel has entered a bumpy section. Through the bumpy section recognition method of the present application, accurate recognition of bumpy sections can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] To more clearly illustrate the technical solutions in the present application or related technologies, the following will briefly introduce the drawings required for use in the embodiments or related technology descriptions. Obviously, the drawings in the following descriptions are only the embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0042] Figure 1 It is a schematic flowchart of the bumpy road section recognition method according to the embodiment of the present application;

[0043] Figure 2 It is a schematic structural diagram of the bumpy road section recognition device according to the embodiment of the present application;

[0044] Figure 3 It is a schematic hardware structure diagram of the electronic device according to the embodiment of the present application. Detailed implementation manners

[0045] To make the objectives, technical solutions and advantages of the present application clearer and more understandable, the following will further describe the present application in detail with reference to specific embodiments and the accompanying drawings.

[0046] It should be noted that unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the ordinary meanings understood by those with ordinary skills in the field to which the present application belongs. The "first", "second" and similar terms used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. The terms such as "including" or "comprising" mean that the elements or objects appearing before the term cover the elements or objects listed after the term and their equivalents, without excluding other elements or objects. The terms such as "connected" or "coupled" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The terms such as "upper", "lower", "left", "right" are only used to represent relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0047] The wheel speed signal during vehicle driving is very important vehicle data. The wheel speed can be used to calculate the vehicle speed, judge the vehicle motion state, and assist the driving assistance system, etc. The wheel speed signal can judge the actual motion state of the vehicle. When the motion states of the four wheels are inconsistent, there will be significant differences in the wheel speed signals, which is crucial for the implementation of many vehicle functions (such as anti-lock braking system, electronic stability control system, etc.). The wheel speed signal is an important part of active safety systems such as anti-lock braking system and electronic stability control system. These systems detect the wheel slip condition through the wheel speed signal, and then adjust the braking force and driving force to ensure the stable driving of the vehicle. The wheel speed signal is mainly collected by wheel speed sensors. After being collected by the wheel speed sensors, it is transmitted to the relevant controllers at the vehicle end through the controller area network in the vehicle.

[0048] When the vehicle is driving on a continuous bumpy road surface, due to the unevenness of the road surface, the wheels will frequently switch between the suspended state and the grounded state, resulting in fluctuations in the wheel speed, which will affect subsequent vehicle state estimation based on the wheel speed and vehicle auxiliary control, etc. 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 road surface flatness. Only by accurately and timely identifying that the wheels enter the bumpy road section can the wheel speed be corrected in a timely manner. Currently, there are inaccurate problems in the identification of bumpy road sections.

[0049] In view of this, the present application proposes a method for identifying bumpy road sections, which can achieve timely and accurate identification of bumpy road sections. After determining that the wheels enter the bumpy road section, it can also correct the fluctuations in the wheel speed, and the corrected wheel speed will not show obvious hysteresis, which is beneficial for the vehicle end controller to accurately control the vehicle.

[0050] The following will describe the embodiments of the present application in detail with reference to the accompanying drawings.

[0051] The present application proposes a method for identifying bumpy road sections, referring to Figure 1 , which is applied to the vehicle end controller and includes the following steps:

[0052] Step 102, obtain the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations of the vehicle.

[0053] Specifically, both the wheel speed and longitudinal acceleration of the vehicle can be collected by corresponding sensors. The wheel speed can be collected by wheel speed sensors, and the longitudinal acceleration can be collected by longitudinal acceleration sensors. The collected wheel speed and longitudinal acceleration can be transmitted to the vehicle end controller through the controller area network in the vehicle. At the same time, the collected wheel speed and longitudinal acceleration can be stored in the data register at the vehicle end as historical wheel speeds and historical longitudinal accelerations. The vehicle end controller can read the historical wheel speeds and historical longitudinal accelerations from the data register.

[0054] Generally, in order to avoid an increasing amount of data stored in the data register, data for a fixed period can be stored in the data register. Exemplarily, wheel speeds and longitudinal accelerations for 13 data acquisition cycles are stored in the data register in a rolling manner, and the data acquisition cycle is 0.01 s. As data is continuously acquired, the historical wheel speeds and historical longitudinal accelerations are updated synchronously in the data register to ensure that the data currently stored in the data register are all data within the 13 data acquisition cycles before the current moment.

[0055] Step 104: Determine the average wheel speed based on the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations.

[0056] Specifically, the average wheel speed is obtained by taking the average of the current wheel speed and multiple processed historical wheel speeds. For each historical wheel speed, it is processed according to multiple historical longitudinal accelerations to obtain the processed historical wheel speed.

[0057] Further, step 104 further includes:

[0058] Step 1041: Determine the converted wheel speed corresponding to each historical wheel speed according to multiple historical longitudinal accelerations, multiple historical wheel speeds, and the data acquisition cycle.

[0059] 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 a historical moment. By using the number of data acquisition cycles between the historical moment and the current moment, and the historical wheel speed, the wheel speed at the calculated current moment can be obtained.

[0060] Further, step 1041 further includes:

[0061] For each historical wheel speed,

[0062] Determine the historical moment corresponding to the historical wheel speed as the target moment, and use the historical longitudinal accelerations corresponding to the historical moments greater than or equal to the target moment as the target longitudinal accelerations;

[0063] Calculate the sum value of all target longitudinal accelerations as the first sum value, and use the product of the first sum value and the data acquisition cycle as the first product;

[0064] Use the sum value of the first product and the historical wheel speed as the converted wheel speed corresponding to the historical wheel speed.

[0065] Exemplarily, the current moment is denoted as k + 1, and the wheel speeds and longitudinal accelerations for the past 13 data acquisition cycles are stored in the data register and recorded in the following manner:

[0066]

[0067] Among them, represents the set of historical longitudinal accelerations, and represents the longitudinal acceleration collected at time k, and so on, represents the longitudinal acceleration collected at time k - 11, represents the longitudinal acceleration collected at time k - 12.

[0068] For each historical wheel speed, for example , the corresponding converted wheel speed is calculated as follows:

[0069]

[0070] Taking the historical time k corresponding to as the target time, the historical times greater than or equal to the target time only include time k, then the historical longitudinal acceleration corresponding to time k is used as the target longitudinal acceleration. Taking the product of and the data acquisition period T as the first product , and taking the sum of the first product and as the corresponding converted wheel speed .

[0071]

[0072]

[0073] , , , …, . Calculate the sum of all target longitudinal accelerations as the first sum, take the product of the first sum and T as the first product, and then take the sum of the first product and as with the corresponding converted wheel speed .

[0074] Based on the above method, the same processing is performed on each historical wheel speed to obtain the converted wheel speed corresponding to each historical wheel speed. The respective converted wheel speeds are as follows:

[0075]

[0076] Through the method of this embodiment, a method for converting each historical wheel speed is given, converting each historical wheel speed into the wheel speed corresponding to the current moment, that is, calculating a wheel speed corresponding to the current moment based on each historical wheel speed. When the current wheel speed is inaccurate, the current wheel speed can be corrected according to multiple converted wheel speeds subsequently, so that the corrected wheel speed can approach the wheel speed under a flat road surface.

[0077] Step 1042: Calculate the average wheel speed based on all the converted wheel speeds and the current wheel speed.

[0078] Further, step 1042 further includes: taking the average of the sum of all the converted wheel speeds and the current wheel speed as the average wheel speed.

[0079] After determining the converted 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 the converted wheel speeds and then taking the average. The specific calculation method is as follows:

[0080]

[0081] wherein represents 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, therefore, when taking the average, the denominator in the above formula is equal to 14. Since the average wheel speed is obtained by taking the average, the average wheel speed represents the average value of the current wheel speed and all the converted wheel speeds, and can effectively eliminate the influence on the current wheel speed caused by fluctuations. Therefore, the average wheel speed is relatively close to the wheel speed generated under the condition of a flat road surface.

[0082] 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 calculation, if the number of historical wheel speeds and historical longitudinal accelerations is too large, the accumulated error in the calculation will increase, and thus the error generated when calculating the average wheel speed may be too large, which will affect 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 effect of eliminating the influence of fluctuations on the average wheel speed, resulting in the possibility that the calculated average wheel speed still has large fluctuations, which does not conform to the wheel speed generated under a flat road surface. Therefore, it is relatively 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. For example, the historical wheel speeds and historical longitudinal accelerations obtained from 13 data acquisition cycles are used for calculation. Within this range, the calculated average wheel speed is relatively reasonable. It can not only be close to the wheel speed generated under a flat road surface, but also the accumulated error is within an acceptable range.

[0083] In addition, since the average wheel speed is calculated based on limited historical data, and the time duration between the acquisition time of the selected historical data and the current time is relatively short, therefore, the calculated average wheel speed will not have a large phase delay. That is to say, the historical data selected in this embodiment are all data adjacent 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 calculated based on the above historical data can better act on subsequent vehicle control, it avoids the problem of inaccurate control caused by using historical data from a long time ago for vehicle control.

[0084] The method of this embodiment provides a method for calculating the average wheel speed, so that the calculated average wheel speed meets the wheel speed generated under a flat road surface and has a small phase delay. Compared with the large phase delay generated by the low-pass filtering operation with a large filtering coefficient, the method of this embodiment is more helpful for improving the accuracy of vehicle control.

[0085] Step 106: In response to determining that the current wheel speed and the average wheel speed meet a preset bump condition, determine that the wheel enters a bumpy section.

[0086] Specifically, the preset bump condition characterizes the conditions that the current wheel speed and the average wheel speed need to meet when the section is a bumpy section. Through the preset bump condition, it can be accurately and quickly determined whether the wheel currently enters a bumpy section.

[0087] It should be noted that the solution of this embodiment makes 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 bump condition, it is determined that the wheel has entered a bumpy section. Subsequently, only the current wheel speed of this wheel needs to be corrected. When a single wheel enters a bumpy section, it may be due to the existence of some obstacles such as stones on the path where the single wheel travels, but it does not mean that the whole vehicle has entered a bumpy section. Therefore, only the wheel speed of the wheel determined to enter the bumpy section needs to be corrected subsequently, and the wheel speeds of other wheels do not need to be corrected. That is to say, through the method of this embodiment, not only can the wheel speed of the whole vehicle be corrected when the whole vehicle enters a bumpy section, but also the wheel speed of an individual wheel can be corrected when there is a wheel speed fluctuation of an individual wheel, which is more practical during the vehicle driving process.

[0088] Based on the above steps 102 to 106, the bumpy 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. Determine the average wheel speed according to the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations. Since the average wheel speed incorporates historical wheel speeds and historical longitudinal accelerations, after calculating the average value, it can avoid the fluctuations in wheel speed caused by uneven road surfaces. Therefore, the average wheel speed can be more consistent with the wheel speed under a flat road surface compared to the current wheel speed. Determine whether the current wheel speed and the average wheel speed meet the preset bump condition, that is, compare the current wheel speed with the average wheel speed. If the current wheel speed is generated on a bumpy section, while 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 can accurately determine whether the current section is a bumpy section, ensuring the accuracy of bumpy section identification. The preset bump condition represents the relationship condition that the current wheel speed and the average wheel speed need to meet under a bumpy section. If it is determined that the current wheel speed and the average wheel speed meet the preset bump condition, it can be determined that the wheel has entered a bumpy section. Through the bumpy section identification method of this application, accurate identification of bumpy sections can be achieved.

[0089] The following uses specific embodiments to illustrate how to determine that the preset bump condition is met.

[0090] In some embodiments, determining that the current wheel speed and the average wheel speed meet the preset bump condition includes:

[0091] Calculate the difference between the current wheel speed and the average wheel speed as the differential wheel speed;

[0092] In response to determining that the differential wheel speed exceeds the preset wheel speed range, determine that the current wheel speed and the average wheel speed meet the preset bump condition.

[0093] Specifically, first, determine the difference between the current wheel speed and the average wheel speed. Since the average wheel speed is relatively close to the wheel speed generated under a flat road surface, the difference between the current wheel speed and the average wheel speed is processed to obtain a differential wheel speed that can reflect the fluctuation degree of the current wheel speed near the normal wheel speed. If the differential 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 when the wheel is on a bumpy road section, and it is determined that the current wheel speed and the average wheel speed meet the preset bump condition. Exemplarily, the preset wheel speed range can be (-0.2 m / s, 0.2 m / s).

[0094] On the contrary, if the differential wheel speed is within the preset wheel speed range, it means that the fluctuation of the current wheel speed is small and the flatness of the road section where the wheel is currently traveling is high, then it is determined that the current wheel speed and the average wheel speed do not meet the preset bump condition.

[0095] Through the method of this embodiment, it can be accurately determined whether the current wheel speed and the average wheel speed meet the preset bump condition, and thus it can accurately judge whether the road section where the current wheel is located is a bumpy road section, improving the accuracy of bumpy road section recognition. At the same time, since the calculation method of the average wheel speed occupies less computing resources, the calculation process of the difference 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 also occupy less computing resources. Furthermore, the judgment process of determining whether the preset bump condition is met based on the average wheel speed and the current wheel speed responds quickly, which can improve the timeliness of bumpy road section judgment.

[0096] This application provides two judgment methods for determining whether the differential wheel speed exceeds the preset wheel speed range, which will be described below through specific embodiments respectively.

[0097] In a specific embodiment, the determining that the differential wheel speed exceeds the preset wheel speed range includes:

[0098] Responding to the differential wheel speed corresponding to the first moment being greater than the upper limit value of the preset wheel speed range and the differential wheel speed corresponding to the second moment being less than the lower limit value of the preset wheel speed range, determining that the differential wheel speed exceeds the preset wheel speed range;

[0099] wherein, the first moment is different from the second moment, and the time duration between the first moment and the second moment does not exceed a first preset time duration.

[0100] Specifically, the difference wheel speed exceeding the preset wheel speed range includes 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 within the first preset duration, the difference wheel speed determined in real time exceeds the upper limit value of the preset wheel speed range at the first moment, it indicates that the current wheel may be in a suspended state, and the ground friction decreases, resulting in a relatively large wheel speed. If it is less than the lower limit value of the preset wheel speed range at the second moment, it indicates that the current wheel may be in a grounded state, and the ground friction is relatively large, resulting in a relatively small wheel speed. After the above situation occurs, it indicates that the fluctuation of the difference wheel speed is relatively large. Therefore, it can be determined that the difference wheel speed exceeds the preset wheel speed range. Exemplarily, the first preset duration can be 0.15 s. Both the first moment and the second moment are within the first preset duration range, where 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 duration range, that is, the time difference between the first moment and the second moment exceeds the first preset duration range, it is determined that the difference wheel speed does not exceed the preset wheel speed range.

[0101] Through the method of this embodiment, it can be accurately determined whether the difference wheel speed exceeds the preset wheel speed range. If it exceeds, it indicates that the fluctuation of the difference wheel speed is relatively large, and then it can be accurately determined that the wheel has entered a bumpy section. It is convenient to timely correct the current wheel speed subsequently to avoid affecting the normal driving of the vehicle.

[0102] In another specific embodiment, determining that the difference wheel speed exceeds the preset wheel speed range includes:

[0103] In response to the difference wheel speed corresponding to the third moment being greater than the upper limit value of the preset wheel speed range, activate the upper limit flag bit and maintain it for the second preset duration;

[0104] In response to the difference wheel speed corresponding to the fourth moment being less than the lower limit value of the preset wheel speed range, activate the lower limit flag bit and maintain it for the second preset duration;

[0105] In response to detecting that both the upper limit flag bit and the lower limit flag bit are in an activated state, determine that the difference wheel speed exceeds the preset wheel speed range.

[0106] Specifically, in this embodiment, a flag bit is introduced to assist in determining whether the difference wheel speed exceeds the preset wheel speed range. If at the third moment, the difference wheel speed is greater than the upper limit value of the preset wheel speed range, the upper limit flag bit is correspondingly activated, and the upper limit flag bit is controlled to be in an activated state within the second preset duration. After exceeding the second preset duration, the upper limit flag bit is controlled to return to the unactivated state. Exemplarily, activating the upper limit flag bit can specifically include controlling the upper limit flag bit to be set from 0 to 1. Here, 0 indicates that the upper limit flag bit is not activated, and 1 indicates that the upper limit flag bit is activated.

[0107] Correspondingly, if at the fourth moment, the differential wheel speed is less than the lower limit value of the preset wheel speed range, the lower limit flag bit is correspondingly activated, and the lower limit flag bit is controlled to be in the activated state all the time within the second preset duration. If the second preset duration is exceeded, the lower limit flag bit is controlled to return to the unactivated state. Exemplarily, the activation of the lower limit flag bit may specifically include controlling the lower limit flag bit to be set from 0 to 1. Wherein, 0 indicates that the lower limit flag bit is unactivated, and 1 indicates that the lower limit flag bit is activated.

[0108] If it is detected that both the upper limit flag bit and the lower limit flag are activated, it indicates that the differential wheel speed has fluctuated within a short duration, and it can be determined that the differential wheel speed exceeds the preset wheel speed range. Wherein, the second preset duration may be 0.15 s. If only the upper limit flag bit or the lower limit flag bit is detected to be activated, it indicates 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. Wherein, the third moment is earlier than the fourth moment, or the third moment is later than the fourth moment.

[0109] Through the method of this embodiment, by means of the judgment of the flag bit, it can be accurately determined whether the differential wheel speed exceeds the preset wheel speed range. If it exceeds, it indicates that the differential wheel speed fluctuates greatly, and further it can be accurately determined that the wheel has entered a bumpy section. It is convenient to correct the current wheel speed in time subsequently to avoid affecting the normal driving of the vehicle.

[0110] Through the method of the foregoing embodiment, it can be accurately judged 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 fluctuates greatly. If it is directly used for subsequent vehicle state estimation or vehicle control, it may cause problems such as inaccurate estimation or control. Therefore, it is necessary to correct the current wheel speed. The following specific embodiments illustrate how to correct the current wheel speed.

[0111] In some embodiments, the method further includes: using the average wheel speed as the wheel speed after correcting the current wheel speed.

[0112] Specifically, as described in the foregoing embodiment, the calculated average wheel speed is relatively close to the wheel speed generated under a flat road section, that is, the average wheel speed eliminates the influence of the bumpy section on the wheel speed fluctuation. Therefore, the average wheel speed can be directly output as the corrected current wheel speed, and the average wheel speed is sent to the relevant vehicle-end controller to provide a data basis for subsequent vehicle control, improve the accuracy of subsequent vehicle control, and ensure the driving safety of the vehicle. At the same time, because the calculation response speed of the average wheel speed is relatively fast, it can correct the current wheel speed with large fluctuations in time, and further improve the timeliness of subsequent vehicle control.

[0113] It should be noted that the method of the embodiment of the present application can be executed by a single device, such as a computer or a server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In such a distributed scenario, one of the multiple devices can only execute one or more steps of the method of the embodiment of the present application, and these multiple devices will interact with each other to complete the described method.

[0114] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order than in the above embodiments and still achieve the desired result. Additionally, the processes depicted in the drawings do not necessarily require the specific order or sequential order shown to achieve the desired result. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0115] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application further provides a bumpy road section recognition device.

[0116] Reference Figure 2 , the bumpy road section recognition device includes:

[0117] An acquisition module 202, configured to acquire the current wheel speed, a plurality of historical wheel speeds, and a plurality of historical longitudinal accelerations of the vehicle;

[0118] A first determination module 204, configured to determine an average wheel speed according to the current wheel speed, a plurality of historical wheel speeds, and a plurality of historical longitudinal accelerations;

[0119] A second determination module 206, 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.

[0120] In some embodiments, the first determination module 204 is configured to determine a converted 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 acquisition period; calculate the average wheel speed according to all the converted wheel speeds and the current wheel speed.

[0121] In some embodiments, the first determination module 204 is configured to, for each historical wheel speed, determine the historical moment corresponding to the historical wheel speed as the target moment, and use the historical longitudinal acceleration corresponding to the historical moment greater than or equal to the target moment as the target longitudinal acceleration; calculate the sum value of all the target longitudinal accelerations as the first sum value, and use the product of the first sum value and the data acquisition period as the first product; use the sum value of the first product and the historical wheel speed as the converted wheel speed corresponding to the historical wheel speed.

[0122] In some embodiments, the first determination module 204 is configured to use the mean value of the sum of all converted wheel speeds and the current wheel speed as the mean wheel speed.

[0123] 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 difference wheel speed; in response to determining that the difference wheel speed exceeds a preset wheel speed range, determine that the current wheel speed and the mean wheel speed meet a preset bump condition.

[0124] In some embodiments, the second determination module 206 is configured to determine that the difference wheel speed exceeds the preset wheel speed range in response to the difference wheel speed corresponding to a first moment being greater than the upper limit value of the preset wheel speed range and the difference wheel speed corresponding to a second moment being less than the lower limit value of the preset wheel speed range; wherein, the first moment is different from the second moment, and the time duration between the first moment and the second moment does not exceed a first preset time duration.

[0125] In some embodiments, the second determination module 206 is configured to activate an upper limit flag bit and maintain it for a second preset time duration in response to the difference wheel speed corresponding to a third moment being greater than the upper limit value of the preset wheel speed range; activate a lower limit flag bit and maintain it for a second preset time duration in response to the difference wheel speed corresponding to a fourth moment being less than the lower limit value of the preset wheel speed range; and determine that the difference wheel speed exceeds the preset wheel speed range in response to detecting that both the upper limit flag bit and the lower limit flag bit are in an activated state.

[0126] In some embodiments, it further includes a correction module configured to use the mean wheel speed as the wheel speed after correcting the current wheel speed.

[0127] For convenience of description, when describing the above device, it is divided into various modules according to functions for separate description. Of course, when implementing the present application, the functions of each module can be implemented in one or more software and / or hardware.

[0128] The device in the above embodiments is used to implement the corresponding bumpy road section recognition method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be elaborated herein.

[0129] Based on the same inventive concept, corresponding to the method in any of the above embodiments, the present application further provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor implements the bumpy road section recognition method described in any of the above embodiments when executing the program.

[0130] Figure 3Shows a more specific schematic diagram of the hardware structure of the electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. Among them, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other inside the device through the bus 1050.

[0131] The processor 1010 can be implemented in the form of a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, etc., and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0132] The memory 1020 can be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs. When implementing the technical solutions provided in the embodiments of this specification through software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0133] The input / output interface 1030 is used to connect to an input / output module to achieve information input and output. The input / output module can be configured as a component in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Among them, the input device can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device can include a display, a speaker, a vibrator, an indicator light, etc.

[0134] The communication interface 1040 is used to connect to a communication module (not shown in the figure) to achieve communication interaction between this device and other devices. Among them, the communication module can achieve communication through a wired method (such as USB, network cable, etc.) or through a wireless method (such as a mobile network, WIFI, Bluetooth, etc.).

[0135] The bus 1050 includes a path for transmitting information between various components of the device (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0136] 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, those skilled in the art can understand that the above device may also only include the components necessary to implement the solution of the embodiment of the present specification, and does not necessarily include all the components shown in the figure.

[0137] The electronic device in the above embodiment is used to implement the corresponding bumpy road section recognition method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be elaborated here.

[0138] Based on the same inventive concept, corresponding to the method in any of the above embodiments, the present application also provides a non-transitory computer-readable storage medium, which stores computer instructions for causing the computer to execute the bumpy road section recognition method as described in any of the foregoing embodiments.

[0139] 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. The information can be computer-readable instructions, data structures, program modules, 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 technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette tapes, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0140] The computer instructions stored in the storage medium of the above embodiment are used to cause the computer to execute the bumpy road section recognition method as described in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be elaborated here.

[0141] Based on the same concept, corresponding to the method in any of the above embodiments, the present application also provides a computer program product, including computer program instructions, which when run on a computer, cause the computer to execute the method as described in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be elaborated here.

[0142] Those of ordinary skill in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the present application is limited to these examples; under the concept of the present application, the technical features in the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations in different aspects of the embodiments of the present application as described above, and for the sake of brevity, they are not provided in detail.

[0143] In addition, for simplicity of explanation and discussion, and in order not to make the embodiments of the present application difficult to understand, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Further, the devices may be shown in block diagram form in order 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 (i.e., these details should be fully within the understanding of those skilled in the art). In cases where specific details (such as circuits) are set forth to describe exemplary embodiments of the present application, it will be apparent to those skilled in the art that the embodiments of the present application may be implemented without these specific details or with variations of these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0144] Although the present application has been described in connection with specific embodiments of the present application, many alternatives, modifications, and variations of these embodiments will be apparent to those of ordinary skill in the art based on the foregoing description. For example, other memory architectures (such as dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0145] The embodiments of the present application are intended to cover all such alternatives, 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 principle of the embodiments of the present application shall be included within the protection scope of the present application.

Claims

1. A method for identifying bumpy road sections, characterized in that, Including: Obtain the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations of the vehicle; Determine the average wheel speed according to the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations, including: For each historical wheel speed, use the number of data acquisition cycles between the historical moment corresponding to the historical wheel speed and the current moment, and the historical longitudinal acceleration, and convert the historical wheel speed into a converted wheel speed representing the current moment through calculation, including: For each historical wheel speed, Determine the historical moment corresponding to the historical wheel speed as the target moment, and use the historical longitudinal acceleration corresponding to the historical moment greater than or equal to the target moment as the target longitudinal acceleration; Calculate the sum value of all target longitudinal accelerations as the first sum value, and use the product of the first sum value and the data acquisition cycle as the first product; Use the sum value of the first product and the historical wheel speed as the converted wheel speed corresponding to the historical wheel speed; Calculate the average wheel speed according to all the converted wheel speeds and the current wheel speed; In response to determining that the current wheel speed and the average wheel speed meet a preset bump condition, determine that the wheel enters a bump section.

2. The method according to claim 1, characterized in that The calculating the average wheel speed according to all the converted wheel speeds and the current wheel speed includes: Use the average value of the sum of all the converted wheel speeds and the current wheel speed as the average wheel speed.

3. The method according to claim 1, wherein The determining that the current wheel speed and the average wheel speed meet a preset bump condition includes: Calculate the difference between the current wheel speed and the average 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 average wheel speed meet a preset bump condition.

4. The method according to claim 3, wherein 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 the upper limit value of the preset wheel speed range and the differential wheel speed corresponding to the second moment being less than the lower limit value of the preset wheel speed range, determine that the differential wheel speed exceeds the preset wheel speed range; Wherein, the first moment is different from the second moment, and the time duration between the first moment and the second moment does not exceed a first preset time duration.

5. The method according to claim 3, 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 third moment being greater than the upper limit value of the preset wheel speed range, activate the upper limit flag bit and maintain it for a second preset time duration; 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 flag bit and maintain it for a second preset time duration; In response to detecting that both the upper limit flag bit and the lower limit flag bit are in an activated state, determine that the differential wheel speed exceeds the preset wheel speed range.

6. The method according to claim 1, wherein The method further includes: Use the average wheel speed as the wheel speed after correcting the current wheel speed.

7. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method according to any one of claims 1 to 6.

8. A vehicle, characterized in that, The vehicle includes the electronic device according to claim 7.

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