Vehicle vibration reduction control method, device and equipment and storage medium

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle vibration reduction control method, device and equipment and a storage medium, and the method comprises the steps: when it is detected that a large vehicle approaches, estimating a simulated rolling force when the large vehicle passes; determining a target roll moment according to the simulated roll force; determining a target damping coefficient according to the target roll moment; and based on the target damping coefficient, an electric control shock absorber in the vehicle is controlled. When the large vehicle approaches and does not influence the vehicle, the vehicle roll influence on the vehicle when the large vehicle passes is estimated firstly, and the corresponding parameters are calculated to control the electric control shock absorber, so that the electric control shock absorber outputs reasonable damping force to offset or reduce the vehicle roll caused when the large vehicle passes; when a large vehicle passes, the vehicle does not roll as far as possible, so that the running stability of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle vibration reduction control method, device, equipment and storage medium. Background Art

[0002] Since large vehicles (such as engineering vehicles, semi-trailers and other large vehicles) are generally large in size and mass, when large vehicles pass by other vehicles, the airflow they bring up will generally disturb the normal driving of other vehicles, causing them to tilt. Traditional vehicle control methods can only take action to offset or reduce the body roll according to the degree of body tilt after the large vehicle passes and the vehicle tilts. The overall control process has a lag, and the vehicle is bound to tilt, resulting in a poor actual driving experience. Summary of the invention

[0003] The main purpose of this application is to provide a vehicle vibration reduction control method, device, equipment and storage medium, aiming to solve the technical problem that the vehicle control process of related technologies is delayed, resulting in a poor actual driving experience.

[0004] To achieve the above objectives, the present application proposes a vehicle vibration reduction control method, the method comprising:

[0005] When a large vehicle is detected approaching, estimating a simulated roll force when the large vehicle passes by;

[0006] determining a target roll moment according to the simulated roll force;

[0007] determining a target damping coefficient according to the target roll moment;

[0008] An electronically controlled shock absorber in the vehicle is controlled based on the target damping coefficient.

[0009] Optionally, when detecting that a large vehicle is approaching, estimating a simulated roll force when the large vehicle passes by includes:

[0010] When a large vehicle is detected approaching, the external pressure of the own vehicle and the relative speed of the two vehicles are obtained, where the relative speed of the two vehicles is the relative speed between the large vehicle and the own vehicle;

[0011] Determine the external pressure of the passing vehicle according to the external pressure of the own vehicle and the relative speed of the two vehicles, wherein the external pressure of the passing vehicle is the external pressure of the own vehicle when the large vehicle passes by the side of the own vehicle;

[0012] Determining the airflow disturbance force according to the external pressure of the vehicle and the external pressure of the passing vehicle;

[0013] A simulated roll force is generated according to the airflow disturbance force.

[0014] Optionally, generating a simulated roll force according to the airflow disturbance force includes:

[0015] Obtaining the vehicle type corresponding to the large vehicle;

[0016] Obtaining a disturbance correction coefficient corresponding to the vehicle type;

[0017] Correcting the airflow disturbance force according to the disturbance correction coefficient to generate a corrected disturbance force;

[0018] A simulated roll force is generated according to the modified disturbance force.

[0019] Optionally, determining a target roll moment according to the simulated roll force includes:

[0020] Substituting the simulated roll force into a four-degree-of-freedom half-car model for calculation to generate a roll angle vector;

[0021] Get the roll control type of the vehicle;

[0022] determining a torque determination method according to the roll control type;

[0023] A target roll moment is determined according to the moment determination method and the roll angle vector.

[0024] Optionally, determining a target damping coefficient according to the target roll moment includes:

[0025] Get the vehicle suspension category of the vehicle;

[0026] Obtaining a damping force generation method corresponding to the vehicle suspension type;

[0027] According to the damping force generation method, a target damping coefficient is determined according to the target rolling moment.

[0028] Optionally, before estimating the simulated roll force when the large vehicle passes by when the large vehicle is detected approaching, the method further includes:

[0029] Detect whether there is an oncoming vehicle;

[0030] If there is an oncoming vehicle, determining whether the oncoming vehicle is a large vehicle;

[0031] If it is a large vehicle, the relative speed between the oncoming vehicle and the vehicle is obtained;

[0032] If the relative speed is greater than a preset speed threshold, it is determined that a large vehicle is approaching.

[0033] Optionally, before estimating the simulated roll force when the large vehicle passes by when the large vehicle is detected approaching, the method further includes:

[0034] Detect whether there is a vehicle in front or behind;

[0035] If so, detecting whether the vehicle in front or the vehicle coming from behind is a large vehicle;

[0036] If it is a large vehicle, the relative speed between the vehicle in front or the vehicle coming from behind and the vehicle is obtained;

[0037] If the relative speed is a negative value and the absolute value of the relative speed is greater than a preset speed threshold, it is determined that a large vehicle is detected approaching.

[0038] In addition, to achieve the above-mentioned purpose, the present application also provides a vehicle vibration reduction control device, the device comprising:

[0039] A detection module, for estimating a simulated roll force when a large vehicle passes by when a large vehicle is detected approaching;

[0040] A determination module, configured to determine a target roll moment according to the simulated roll force;

[0041] A determination module, used for determining a target damping coefficient according to the target roll moment;

[0042] A control module is used to control an electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0043] In addition, to achieve the above-mentioned purpose, the present application also provides a vehicle vibration reduction control device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle vibration reduction control method as described above.

[0044] In addition, to achieve the above-mentioned purpose, the present application also provides a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle vibration reduction control method as described above are implemented.

[0045] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the vehicle vibration reduction control method described above are implemented.

[0046] One or more technical solutions proposed in this application have at least the following technical effects:

[0047] When a large vehicle approaches but has not yet affected the vehicle, the vehicle roll effect caused by the large vehicle passing by can be estimated in advance, and the corresponding parameters can be calculated to control the electronically controlled shock absorber so that it outputs a reasonable damping force to offset or reduce the vehicle roll caused by the large vehicle passing by, ensuring that the vehicle does not roll as much as possible when the large vehicle passes by, thereby improving the driving stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0049] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0050] Figure 1 A schematic diagram of a flow chart provided for the first embodiment of the vehicle vibration reduction control method of the present application;

[0051] Figure 2 This is a schematic diagram of a four-degree-of-freedom half-car model according to an embodiment of the present application;

[0052] Figure 3 This is a schematic diagram of the operation flow of solving a four-degree-of-freedom half-car model according to an embodiment of the present application;

[0053] Figure 4 A flow chart of the second embodiment of the vehicle vibration reduction control method of the present application;

[0054] Figure 5 This is a schematic diagram of the module structure of the vehicle vibration reduction control device according to an embodiment of the present application;

[0055] Figure 6 Schematic diagram of the device structure of the hardware operating environment involved in the vehicle vibration reduction control method in the embodiment of the present application.

[0056] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0057] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0058] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0059] Based on this, the embodiment of the present application provides a vehicle vibration reduction control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the vehicle vibration reduction control method of the present application.

[0060] In this embodiment, the vehicle vibration reduction control method includes steps S10 to S40:

[0061] Step S10: When a large vehicle is detected approaching, a simulated roll force when the large vehicle passes by is estimated.

[0062] It should be noted that the executor of this embodiment can be the vehicle itself or a vehicle vibration reduction control device arranged in the vehicle. The vehicle vibration reduction control device can be a controller arranged in the vehicle, such as an ECU controller, or other devices that can achieve the same or similar functions. This embodiment is not limited to this. In this embodiment and the following embodiments, the vehicle vibration reduction control method of the present invention is described by taking the vehicle vibration reduction control device as an example.

[0063] It should be noted that the large vehicle may be a vehicle with a larger size and / or a larger mass, such as a large truck, a large bus, a semi-trailer, and the like.

[0064] During driving, if the distance between the large vehicle and the own vehicle tends to decrease and is less than a certain distance, it can be determined that the large vehicle is approaching, wherein the own vehicle can be the vehicle serving as the executor of this embodiment, or a vehicle equipped with a vehicle vibration reduction control device that executes the vehicle vibration reduction control method.

[0065] In actual use, if a large vehicle approaches the ego vehicle, it means that in a short time, the large vehicle may pass by the body of the ego vehicle (such as passing by the left side or the right side of the ego vehicle). At this time, the airflow brought by the large vehicle may disturb the operation of the ego vehicle, causing the body of the ego vehicle to roll. In order to avoid the body of the ego vehicle from rolling, the impact of the large vehicle passing by the ego vehicle can be estimated before the large vehicle actually passes. Therefore, the simulated roll force when the large vehicle passes can be estimated.

[0066] The simulated roll force may be the estimated force applied when a large vehicle passes by, causing the vehicle to roll.

[0067] In a specific implementation, a large vehicle coming from the opposite direction may affect the vehicle. In this case, before step S10 in this embodiment, the following may also be included:

[0068] Detect whether there is an oncoming vehicle;

[0069] If there is an oncoming vehicle, determining whether the oncoming vehicle is a large vehicle;

[0070] If it is a large vehicle, the relative speed between the oncoming vehicle and the vehicle is obtained;

[0071] If the relative speed is greater than a preset speed threshold, it is determined that a large vehicle is approaching.

[0072] It should be noted that the oncoming vehicle may be a vehicle traveling in the opposite direction to the own vehicle. When detecting whether there is an oncoming vehicle, the image in front of the own vehicle can be collected by the front camera in the vehicle, and the image can be analyzed to determine whether there is an oncoming vehicle. If there is an oncoming vehicle, the feature parameters of the oncoming vehicle can be extracted from the image, and whether the oncoming vehicle is a large vehicle can be determined based on the feature parameters.

[0073] The characteristic parameters may include vehicle license plate (including license plate color, license plate number, etc.), vehicle height, vehicle color, vehicle shape, number of vehicle wheels, vehicle accessories, etc. During identification, a vehicle classification model may be used to determine whether the oncoming vehicle is a large vehicle based on the characteristic parameters. The vehicle classification model may be a pre-trained image recognition model built based on deep learning.

[0074] In actual use, since a large vehicle will generally have a more obvious impact on other vehicles only when the relative speed between the two vehicles is relatively high, when it is determined that the oncoming vehicle is a large vehicle, the relative speed between the oncoming vehicle and the vehicle itself can also be obtained. If the relative speed is greater than the preset speed threshold, it is determined that a large vehicle is approaching and subsequent steps are executed.

[0075] Among them, the preset speed threshold can be pre-set by the manager of the vehicle vibration reduction control equipment according to actual conditions. For example, when the relative speed of two vehicles is greater than 20km / h, the large vehicle will have a greater impact on other vehicles. At this time, the preset speed threshold can be set to 20km / h.

[0076] In practical applications, the distance between the oncoming vehicle and the vehicle can be determined by identifying the image captured by the front camera, and the relative speed can be determined based on the change of the distance over time.

[0077] Of course, laser ranging or ultrasonic ranging can also be used to determine the distance between the oncoming vehicle and the vehicle, and then determine the relative speed based on how the distance changes over time.

[0078] In actual implementation, subsequent detection (such as detecting whether it is a large vehicle or the relative speed, etc.) can be performed only when it is detected that the distance between the oncoming vehicle and the vehicle is less than a certain threshold (such as 15m) to ensure that the current driving state is maintained. Large vehicles will be around the vehicle within a short time (such as 2 seconds) to ensure reasonable vehicle vibration reduction control.

[0079] Of course, the front camera may also be configured to capture images at a closer distance, and when an oncoming vehicle appears in the image, subsequent steps may be performed.

[0080] In actual use, due to the influence of large vehicles passing by, the influence will generally only be caused when the large vehicles are passing by and are around the vehicle, while oncoming vehicles are generally in the oncoming lane. In this case, the vehicle may be affected by the oncoming vehicle only when it is in the leftmost lane in the same direction. Based on this, the oncoming vehicle can be detected only when the vehicle is in the leftmost lane in the same direction.

[0081] In a specific implementation, the vehicle may overtake the vehicle in front during driving. If the vehicle in front is a large vehicle, it will also affect the vehicle. Meanwhile, the large vehicle may approach the vehicle from behind and may also pass the vehicle and continue to drive forward. In this case, it may also affect the vehicle. In this case, before step S10 described in this embodiment, the following may also be included:

[0082] Detect whether there is a vehicle in front or behind;

[0083] If so, detecting whether the vehicle in front or the vehicle coming from behind is a large vehicle;

[0084] If it is a large vehicle, the relative speed between the vehicle in front or the vehicle coming from behind and the vehicle is obtained;

[0085] If the relative speed is a negative value and the absolute value of the relative speed is greater than a preset speed threshold, it is determined that a large vehicle is detected approaching.

[0086] It should be noted that the front vehicle may be a vehicle that is traveling in the same direction as the vehicle and is located in front of the vehicle, and the rear vehicle may be a vehicle that is traveling in the same direction as the vehicle and is located behind the vehicle. The vehicle may be provided with a rear camera or a surround camera, through which images of the rear of the vehicle may be collected. By identifying the images of the rear of the vehicle, it can be determined whether there is a rear vehicle; and by identifying the images collected by the front camera, it can be determined whether there is a front vehicle.

[0087] In actual use, if there is a vehicle in front or behind, and the vehicle in front or behind is a large vehicle, it means that the subsequent driving of the vehicle in front or behind may affect the vehicle. Therefore, the relative speed between the vehicle in front or behind and the vehicle can be obtained. The method of obtaining the relative speed is similar to the method of obtaining the relative speed between the oncoming vehicle and the vehicle, which will not be repeated here.

[0088] In actual application, if the relative speed between the vehicle in front or the vehicle coming from behind and the own vehicle is a negative value, it means that the vehicle in front or the vehicle coming from behind is actually gradually approaching the own vehicle. If this driving state continues, the vehicle in front or the vehicle coming from behind will subsequently drive to the vicinity of the vehicle. If the absolute value of the relative speed is greater than the preset speed threshold, it means that the relative speed between the own vehicle and the vehicle in front or the vehicle coming from behind is relatively large, which will affect the own vehicle. Therefore, it can be determined that a large vehicle is approaching.

[0089] Similarly, when it is detected that the distance between the vehicle in front or the vehicle coming from behind is less than a certain threshold (such as 15m), subsequent detection (such as detecting whether it is a large vehicle or the relative speed, etc.) can be carried out to ensure that the current driving state is maintained. Large vehicles will be around the vehicle within a short time (such as 2 seconds), ensuring reasonable vehicle vibration reduction control.

[0090] Of course, the front camera, rear camera or surround camera may also be used to capture images at a closer distance, and when a vehicle in front or a vehicle coming from behind appears in the image, subsequent steps may be performed.

[0091] Step S20: determining a target roll moment according to the simulated roll force.

[0092] It should be noted that the target roll moment may be the moment that needs to be provided by some components of the vehicle that resist the roll when offsetting the simulated roll force.

[0093] In actual use, the manager of the vehicle vibration reduction control equipment can perform calibration in advance, set different target roll forces according to the direction and size of the roll force, and store the calibration results in a roll moment mapping table. At this time, determining the target roll moment according to the simulated roll force can be done by searching the roll moment mapping table for the target roll moment corresponding to the simulated roll force.

[0094] Among them, since the calibration requires a lot of manpower, it may not be possible to calibrate too many values. In this case, a small number of roll force intervals can be calibrated, and the corresponding roll moment can be set for the roll force interval. In this case, the corresponding roll force interval can be determined according to the simulated roll force, and then the roll moment corresponding to the roll force interval can be used as the target roll moment.

[0095] In a specific implementation, due to the calibration method, there may be certain errors. To avoid this situation, the target roll moment may be calculated in real time. In this case, step S20 in this embodiment may include:

[0096] Substituting the simulated roll force into a four-degree-of-freedom half-car model for calculation to generate a roll angle vector;

[0097] Get the roll control type of the vehicle;

[0098] determining a torque determination method according to the roll control type;

[0099] A target roll moment is determined according to the moment determination method and the roll angle vector.

[0100] It should be noted that the four-degree-of-freedom half-car model can be a mathematical model used to characterize the state of the vehicle system. Substituting the simulated roll force into the four-degree-of-freedom half-car model for calculation, the roll angle vector required to offset the simulated roll force can be calculated. The roll angle vector may include the roll angle, roll angle velocity, and roll angle acceleration required to achieve the roll control torque.

[0101] It should be noted that the roll control type may be a control method of the vehicle when performing corresponding roll moment control, and may include PID control, sky-hook control, and the like.

[0102] In actual use, different control types require different parameters when generating the roll control torque, and the calculation method of the roll control torque is also different. In order to reasonably determine the target roll moment, the roll control type of the vehicle can be obtained first, and the torque determination method can be determined according to the roll control type. Finally, the target roll moment is determined according to the torque determination method and the roll angle vector.

[0103] For example: Assume that the roll angle vector in, is the roll angle, is the roll angular velocity, is the roll angular acceleration, T is the matrix transpose symbol;

[0104] At this time, if PID control is used in the vehicle, the roll control torque can be defined as Among them, K P , K I , K D is the PID control coefficient;

[0105] If a skyhook control is used, a roll-hook control can be defined. In this case, the roll control torque can be defined as Among them, K is the Roll-hook coefficient.

[0106] For ease of understanding, now combined Figure 2 and 3 This is for illustration but not for limitation. Figure 2 is a schematic diagram of a four-degree-of-freedom half-car model of this embodiment, Figure 3 This is a schematic diagram of the solution operation flow of the four-degree-of-freedom half-car model of this embodiment.

[0107] The four-degree-of-freedom half-car model can be Figure 2 As shown, the system state equation in this model can be characterized as:

[0108]

[0109] The state equation includes:

[0110] State parameter vector:

[0111] Roll angle vector:

[0112] External force input vector: U = (f l +f l，roll f r +f r，roll ) T ;

[0113] Road surface input vector: W = (z tl z tr ) T ;

[0114] A, B, C, F, and D are all matrix parameters:

[0115]

[0116]

[0117] In the above formula, Z S is the vertical displacement at the center of mass, Z ul and Z ur is the vertical displacement of the left and right wheels in the unsprung position, Z tl and Z tr is the displacement of the left and right wheels at the tire contact point, is the roll angle of the vehicle body; m S is the sprung mass, m ul and m ur is the unsprung mass of the left and right wheels; k sl and k sr is the suspension spring stiffness of the left and right wheels; c sl and c sris the damping coefficient of the current shock absorber output of the left and right wheels (or the damping coefficient of the passive shock absorber); l f and l r is the distance from the left and right wheel centers to the center of mass, l f = l r =L / 2, L is the wheel spacing in the vehicle; I x is the moment of inertia.

[0118] And as Figure 3 As shown in FIG. 1 , the elevation information of the road surface ahead detected by the front camera of the vehicle can be used as the road surface input vector W, and the pressure change dp can be calculated according to the relative speed of the two vehicles and the Bernoulli equation. Then, the tilt moment (simulated roll force) is calculated according to the pressure change and used as the external force input matrix U. Then, W, U, and A are input as control vectors into the four-degree-of-freedom half-car model for calculation to obtain the output vector Y (i.e., the roll angle vector), and the roll angle is extracted from Y. Roll angular velocity and roll angular acceleration After that, the tilt control torque M can be calculated based on the vector Y, and it can be decomposed to determine the front and rear tilt control force f l and f r , finally, determine the target damping coefficient c.

[0119] Step S30: determining a target damping coefficient according to the target rolling moment.

[0120] In actual use, the manager of the vehicle vibration reduction control equipment can pre-calibrate the correspondence between the target roll moment and the damping coefficient, and construct a torque coefficient mapping table based on the calibration results. At this time, the corresponding damping coefficient can be found in the torque coefficient mapping table according to the target roll moment, and the found damping coefficient can be used as the target damping coefficient.

[0121] Similarly, since calibration requires a lot of manpower, when constructing the moment coefficient mapping table, multiple intervals can also be set for calibration. The implementation method is similar to the above-mentioned roll force interval method and will not be repeated here.

[0122] In a specific implementation, due to the calibration method, there may be certain errors. To avoid this situation, the target roll moment may be calculated in real time. In this case, step S30 in this embodiment may include:

[0123] Get the vehicle suspension category of the vehicle;

[0124] Obtaining a damping force generation method corresponding to the vehicle suspension type;

[0125] According to the damping force generation method, a target damping coefficient is determined according to the target rolling moment.

[0126] It should be noted that, according to different control methods, vehicle suspension categories can be divided into active suspension and semi-active suspension. Of course, more categories can be divided according to actual needs, and this embodiment does not limit this. The manager of the vehicle vibration reduction control device can set different damping force generation methods for different types of vehicle suspensions in advance.

[0127] In actual use, the target damping coefficient can be calculated according to the target roll moment in different ways according to the damping force generation method.

[0128] For example, if the vehicle suspension type of the ego vehicle is active suspension, then the left suspension active force f can be defined as l =M / 2L, the main force of the rear suspension f r =M / 2L, where L is the wheel spacing in the vehicle and M is the target roll moment;

[0129] If the vehicle suspension type is semi-active suspension, then because the electronically controlled shock absorber in this type of suspension does not produce a negative damping coefficient, the damping force f of the left suspension can be defined as l =M / L, the rear suspension does not generate additional damping force. Then, the suspension displacement output by the height sensor can be differentiated to obtain the suspension relative speed, and the damping force can be divided by the suspension relative speed to obtain the target damping coefficient c.

[0130] In actual use, the generated active force or damping force can also be added to the external force input vector U, and then input into the four-degree-of-freedom half-car model for calculation, so as to obtain the roll angle vector and the corresponding roll control torque at subsequent moments in turn.

[0131] Step S40: Controlling the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0132] It should be noted that currently vehicles can be equipped with electronically controlled shock absorbers. The damping force during vibration reduction can be adjusted by adjusting the parameters of the electronically controlled shock absorbers. At this time, the electronically controlled shock absorbers in the vehicle can be controlled and adjusted so that the damping force output by them is the damping force corresponding to the target damping coefficient.

[0133] Specifically, the current value corresponding to the target damping coefficient may be output to the solenoid valve of the electronically controlled shock absorber through the electronically controlled shock absorber controller, thereby generating a damping force corresponding to the target damping coefficient.

[0134] Of course, it can also be directly output to the active suspension system in the vehicle, allowing it to generate corresponding active force to offset the vehicle's roll.

[0135] In actual application, the damping coefficient that the electronically controlled shock absorber can produce actually has an upper limit, that is, the damping force that the electronically controlled shock absorber can produce has an upper limit. In order to ensure that the electronically controlled shock absorber can be reasonably controlled, after obtaining the target damping coefficient, the target damping coefficient can also be compared with the maximum damping coefficient supported by the electronically controlled shock absorber, and the electronically controlled shock absorber can be controlled according to the smaller value to avoid generating a damping coefficient that exceeds the upper limit of the electronically controlled shock absorber.

[0136] This embodiment provides a vehicle vibration reduction control method. When a large vehicle approaches but has not yet affected the own vehicle, the vehicle roll effect caused by the large vehicle passing by is estimated first, and corresponding parameters are calculated to control the electronically controlled shock absorber so that it outputs a reasonable damping force to offset or reduce the vehicle roll caused by the large vehicle passing by, ensuring that the own vehicle does not roll as much as possible when the large vehicle passes by, thereby improving the driving stability of the vehicle.

[0137] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can refer to the above introduction, and will not be repeated later. Figure 4 , step S10 includes steps S101 to S104:

[0138] Step S101: When a large vehicle is detected approaching, the external pressure of the vehicle and the relative speed of the two vehicles are obtained.

[0139] It should be noted that the external pressure of the own vehicle may be the external pressure of the own vehicle (such as the air pressure on the side of the vehicle body), and the relative speed between the two vehicles may be the relative speed between the large vehicle and the own vehicle.

[0140] Step S102: Determine the external pressure of the passing vehicle according to the external pressure of the own vehicle and the relative speed of the two vehicles.

[0141] It should be noted that the external pressure of the passing vehicle may be the external pressure of the vehicle when a large vehicle passes by the side of the vehicle.

[0142] In actual use, the Bernoulli equation can be used to predict the external pressure of the vehicle when a large vehicle passes by the side of the vehicle, which can be characterized as follows:

[0143] P0+ρv0 2 / 2=P1+ρv1 2 / 2

[0144] Wherein, v0 is the speed of the ego vehicle relative to itself. Since the ego vehicle is used as a reference, v1 is the relative speed of the two vehicles. P0 is the external pressure of the ego vehicle, and P1 is the external pressure of the passing vehicle.

[0145] Step S103: determining the airflow disturbance force according to the external pressure of the own vehicle and the external pressure of the passing vehicle.

[0146] In actual use, the disturbance force calculation formula can be used to calculate the airflow disturbance force according to the external pressure of the vehicle and the external pressure of the passing vehicle. The disturbance force calculation formula can be:

[0147] F=(P1-P0)*A

[0148] Where P0 is the external pressure of the own vehicle, P1 is the external pressure of the passing vehicle, and A is the side projection area of ​​the own vehicle, that is, the projection area of ​​the vehicle on the plane perpendicular to the ground in the front and rear directions of the vehicle.

[0149] Step S104: generating a simulated roll force according to the airflow disturbance force.

[0150] In actual use, after the airflow disturbance force is determined, it can also be decomposed to determine the simulated roll force generated by the airflow disturbance force applied to the components in the vehicle.

[0151] For example, if the airflow disturbance force is F, then the roll moment generated at this time is M=FH, and the simulated roll force at this time is F roll =M / L, where H is the height difference between the centroid and the center of mass of the vehicle's side projection, and L is the wheel spacing in the vehicle;

[0152] On this basis, further decomposition can be performed. At this time, the simulated roll force f of the left wheel of the vehicle is l,roll =F roll / 2, simulated roll force of the right wheel f r,roll =-F roll / 2.

[0153] In a specific implementation, in order to reasonably calculate the simulated roll force, step S104 in this embodiment may include:

[0154] Obtaining the vehicle type corresponding to the large vehicle;

[0155] Obtaining a disturbance correction coefficient corresponding to the vehicle type;

[0156] Correcting the airflow disturbance force according to the disturbance correction coefficient to generate a corrected disturbance force;

[0157] A simulated roll force is generated according to the modified disturbance force.

[0158] It should be noted that the airflow disturbance force caused by large vehicles of different types (such as different weights, lengths, etc.) will actually be different, and the airflow disturbance force calculated by the above method does not actually take the vehicle type of the large vehicle into consideration. At this time, in order to ensure that the simulated roll force can be calculated more reasonably, the airflow disturbance force can also be corrected based on the different vehicle types.

[0159] In actual use, when training a vehicle classification model for identifying large vehicles, the training samples can also be adjusted so that the trained vehicle classification model can be further divided. After determining the large vehicle, the vehicle type of the large vehicle can be further determined. Then, obtaining the vehicle type corresponding to the large vehicle can be extracting the vehicle type corresponding to the large vehicle from the recognition results of the vehicle classification model.

[0160] In actual application, the vehicle vibration reduction control can be calibrated in advance, and corresponding disturbance correction coefficients can be set for various types of large vehicles (the disturbance correction coefficient is greater than 1, and the longer the vehicle, the heavier the vehicle, and the larger the vehicle volume, the larger the disturbance correction coefficient), and a corresponding type coefficient mapping table can be constructed. The implementation process for obtaining the disturbance correction coefficient corresponding to the vehicle type can be to search the corresponding disturbance correction coefficient in the type coefficient mapping table according to the vehicle type.

[0161] In actual use, the disturbance correction coefficient can be multiplied by the airflow disturbance force, and the product obtained can be used as the corrected disturbance force. The method of generating the simulated tilt force based on the corrected disturbance force is the same as the method of generating the simulated roll force based on the airflow disturbance force, which will not be repeated here.

[0162] This embodiment provides a vehicle vibration reduction control method. Since the change of the airflow on the side of the vehicle can be estimated according to the relative speed of the two, the degree of the vehicle's roll can be determined according to the airflow change, so as to reasonably estimate the simulated roll force, and ensure that when the vehicle is subsequently controlled, appropriate damping force can be generated to resist or reduce the roll caused by the passage of a large vehicle, thereby minimizing the roll of the vehicle.

[0163] This application also provides a vehicle vibration reduction control device, please refer to Figure 5 , the vehicle vibration reduction control device comprises:

[0164] The detection module 10 is used to estimate the simulated roll force when the large vehicle passes by when detecting the large vehicle approaching;

[0165] A determination module 20, configured to determine a target roll moment according to the simulated roll force;

[0166] A setting module 30, configured to determine a target damping coefficient according to the target roll moment;

[0167] The control module 40 is used to control the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0168] The vehicle vibration reduction control device provided by the present application adopts the vehicle vibration reduction control method in the above embodiment, which can solve the technical problem that the vehicle control process in the related technology is lagging, resulting in a poor actual driving experience. Compared with the prior art, the beneficial effects of the vehicle vibration reduction control device provided by the present application are the same as the beneficial effects of the vehicle vibration reduction control method provided by the above embodiment, and the other technical features in the vehicle vibration reduction control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0169] The present application provides a vehicle vibration damping control device, which includes: at least one processor; and a memory connected to the at least one processor in communication; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle vibration damping control method in the above-mentioned embodiment 1.

[0170] Reference below Figure 6 , which shows a schematic diagram of the structure of a vehicle vibration reduction control device suitable for implementing the embodiment of the present application. The vehicle vibration reduction control device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 6 The vehicle vibration damping control device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0171] like Figure 6As shown, the vehicle vibration reduction control device may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the vehicle vibration reduction control device are also stored. The processing device 1001, ROM1002, and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the vehicle vibration reduction control device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vehicle vibration reduction control device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0172] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0173] The vehicle vibration reduction control device provided by the present application adopts the vehicle vibration reduction control method in the above embodiment, which can solve the technical problem that the vehicle control process in the related technology is lagging, resulting in a poor actual driving experience. Compared with the prior art, the beneficial effects of the vehicle vibration reduction control device provided by the present application are the same as the beneficial effects of the vehicle vibration reduction control method provided by the above embodiment, and the other technical features in the vehicle vibration reduction control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0174] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0175] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0176] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the vehicle vibration reduction control method in the above-mentioned embodiment.

[0177] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0178] The computer-readable storage medium may be included in the vehicle vibration reduction control device; or may exist independently without being assembled into the vehicle vibration reduction control device.

[0179] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the vehicle vibration damping control device, the vehicle vibration damping control device: when detecting the approach of a large vehicle, estimates the simulated roll force of the large vehicle when the large vehicle passes by; determines a target roll moment based on the simulated roll force; determines a target damping coefficient based on the target roll moment; and controls the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0180] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0181] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0182] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0183] The readable storage medium provided in this application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned vehicle vibration reduction control method, and can solve the technical problem that the vehicle control process in the related technology is delayed, resulting in a poor actual driving experience. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the vehicle vibration reduction control method provided in the above-mentioned embodiment, and will not be repeated here.

[0184] The present application also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the vehicle vibration reduction control method as described above are implemented.

[0185] The computer program product provided by this application can solve the technical problem that the vehicle control process of the related technology is delayed, resulting in a poor actual driving experience. Compared with the prior art, the beneficial effects of the computer program product provided by this application are the same as the beneficial effects of the vehicle vibration reduction control method provided by the above embodiment, and will not be repeated here.

[0186] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle vibration reduction control method, characterized in that: The method comprises: When a large vehicle is detected approaching, estimating a simulated roll force when the large vehicle passes by; determining a target roll moment according to the simulated roll force; determining a target damping coefficient according to the target roll moment; An electronically controlled shock absorber in the vehicle is controlled based on the target damping coefficient.

2. The vehicle vibration reduction control method according to claim 1, characterized in that: When detecting that a large vehicle is approaching, estimating the simulated roll force when the large vehicle passes by comprises: When a large vehicle is detected approaching, the external pressure of the own vehicle and the relative speed of the two vehicles are obtained, where the relative speed of the two vehicles is the relative speed between the large vehicle and the own vehicle; Determine the external pressure of the passing vehicle according to the external pressure of the own vehicle and the relative speed of the two vehicles, wherein the external pressure of the passing vehicle is the external pressure of the own vehicle when the large vehicle passes by the side of the own vehicle; Determining the airflow disturbance force according to the external pressure of the vehicle and the external pressure of the passing vehicle; A simulated roll force is generated according to the airflow disturbance force.

3. The vehicle vibration reduction control method according to claim 2, characterized in that: The generating a simulated roll force according to the airflow disturbance force comprises: Obtaining the vehicle type corresponding to the large vehicle; Obtaining a disturbance correction coefficient corresponding to the vehicle type; Correcting the airflow disturbance force according to the disturbance correction coefficient to generate a corrected disturbance force; A simulated roll force is generated according to the modified disturbance force.

4. The vehicle vibration reduction control method according to claim 1, characterized in that: The step of determining a target roll moment according to the simulated roll force comprises: Substituting the simulated roll force into a four-degree-of-freedom half-car model for calculation to generate a roll angle vector; Get the roll control type of the vehicle; determining a torque determination method according to the roll control type; A target roll moment is determined according to the moment determination method and the roll angle vector.

5. The vehicle vibration reduction control method according to claim 1, characterized in that: Determining a target damping coefficient according to the target roll moment comprises: Get the vehicle suspension category of the vehicle; Obtaining a damping force generation method corresponding to the vehicle suspension type; According to the damping force generation method, a target damping coefficient is determined according to the target rolling moment.

6. The vehicle vibration reduction control method according to any one of claims 1 to 5, characterized in that: Before the method of estimating the simulated roll force when the large vehicle passes by when the large vehicle is detected approaching, the method further comprises: Detect whether there is an oncoming vehicle; If there is an oncoming vehicle, determining whether the oncoming vehicle is a large vehicle; If it is a large vehicle, the relative speed between the oncoming vehicle and the vehicle is obtained; If the relative speed is greater than a preset speed threshold, it is determined that a large vehicle is approaching.

7. The vehicle vibration reduction control method according to any one of claims 1 to 5, characterized in that: Before the method of estimating the simulated roll force when the large vehicle passes by when the large vehicle is detected approaching, the method further comprises: Detect whether there is a vehicle in front or behind; If so, detecting whether the vehicle in front or the vehicle coming from behind is a large vehicle; If it is a large vehicle, the relative speed between the vehicle in front or the vehicle coming from behind and the vehicle is obtained; If the relative speed is a negative value and the absolute value of the relative speed is greater than a preset speed threshold, it is determined that a large vehicle is detected approaching.

8. A vehicle vibration reduction control device, characterized in that: The device comprises: A detection module, for estimating a simulated roll force when a large vehicle passes by when a large vehicle is detected approaching; A determination module, configured to determine a target roll moment according to the simulated roll force; A determination module, used for determining a target damping coefficient according to the target roll moment; A control module is used to control an electronically controlled shock absorber in the vehicle based on the target damping coefficient.

9. A vehicle vibration reduction control device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle vibration reduction control method according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle vibration reduction control method according to any one of claims 1 to 7 are implemented.

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