Vehicle control method, device and equipment and storage medium

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle control method and device, equipment and a storage medium, and the method comprises the steps: matching vehicle positioning data with each road section region, and determining a region where a vehicle is located; determining a first damping gain based on the area of the vehicle, and determining a second damping gain based on the vehicle speed and the area of the vehicle; determining a memory damping coefficient according to the historical mode selection record of the vehicle; constructing a control damping coefficient according to the first damping gain, the second damping gain and the memory damping coefficient; and controlling an electric control shock absorber in the vehicle based on the control damping coefficient. Due to the fact that the damping coefficient is determined by integrating the area where the vehicle is located, the vehicle speed, the mode selection record and other factors, it is guaranteed that more sufficient damping pre-adjustment can be achieved according to the influence of damping adjustment experience and the driving speed in the previous driving process and meanwhile the current damping coefficient is taken into account, and the driving efficiency is improved. And actual adjustment requirements of users are met as much as possible.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to vehicle control methods, devices, equipment and storage media. Background Art

[0002] At present, vibration reduction devices (such as electronically controlled shock absorbers) are generally installed in vehicles to reduce vehicle fluctuations caused by vibration or other factors, thereby improving the user's actual driving experience.

[0003] However, currently, a fixed mode is generally used for vibration reduction control in vehicles, that is, for the same working condition, a fixed damping coefficient is used to control the electronically controlled shock absorber in the vehicle. However, in fact, different users have different requirements for vibration reduction (for example, some users want a larger vibration reduction amplitude, while some users want a smaller vibration reduction amplitude). This method cannot meet the actual driving needs of users and the overall effect is not good. Summary of the invention

[0004] The main purpose of the present application is to provide a vehicle control method, device, equipment and storage medium, aiming to solve the technical problem that the vehicle vibration reduction method in the related art cannot meet the actual vibration reduction needs of users.

[0005] To achieve the above objectives, the present application proposes a vehicle control method, the method comprising:

[0006] Match the vehicle positioning data with the areas of each road section to determine the area where the vehicle is located;

[0007] Determining a first damping gain based on the area where the vehicle is located, and determining a second damping gain based on the vehicle speed and the area where the vehicle is located;

[0008] Determine the memory damping coefficient based on the historical mode selection record of the vehicle;

[0009] constructing a control damping coefficient according to the first damping gain, the second damping gain and the memory damping coefficient;

[0010] An electronically controlled shock absorber in the vehicle is controlled based on the controlled damping coefficient.

[0011] Optionally, before matching the vehicle positioning data with each road section area to determine the area where the vehicle is located, the method further includes:

[0012] Acquire historical driving data of the vehicle, and divide the road section corresponding to the historical driving data into multiple road section areas;

[0013] discretize the historical driving data into a plurality of trajectory coordinates;

[0014] Matching each of the trajectory coordinates with each road section area to determine a trajectory coordinate set corresponding to each road section area, wherein the trajectory coordinate set includes trajectory coordinates belonging to the road section area;

[0015] Calculate the average value of the damping gain corresponding to each trajectory coordinate in each trajectory coordinate set respectively, and generate the damping gain corresponding to each road section area;

[0016] Accordingly, determining the first damping gain based on the area where the vehicle is located includes:

[0017] The damping gain of the area where the vehicle is located is used as the first damping gain.

[0018] Optionally, before determining the first damping gain based on the area where the vehicle is located and determining the second damping gain based on the vehicle speed and the area where the vehicle is located, the method further includes:

[0019] Searching for driving data records corresponding to the area where the vehicle is located;

[0020] Matching the driving speed in each driving data record with each preset vehicle speed interval to determine the driving record set corresponding to each preset vehicle speed interval;

[0021] Calculating the average value of the damping coefficient corresponding to the driving data record in each driving record set respectively, and generating an interval coefficient result corresponding to the area where the vehicle is located, wherein the interval coefficient result includes the damping coefficient corresponding to each preset vehicle speed interval;

[0022] Accordingly, determining the second damping gain based on the vehicle speed and the area where the vehicle is located includes:

[0023] Matching the vehicle speed with each speed interval to determine a target interval;

[0024] Obtaining the interval coefficient result corresponding to the area where the vehicle is located;

[0025] Detecting whether there is a damping gain corresponding to the target interval in the interval coefficient result;

[0026] If it exists, then the damping gain corresponding to the target interval is searched in the interval coefficient result to obtain the second damping gain.

[0027] Optionally, after the step of detecting whether there is a damping gain corresponding to the target interval in the interval coefficient result, the method further includes:

[0028] If not, obtaining the adjacent area of ​​the area where the vehicle is located;

[0029] The adjacent area is taken as a new area where the vehicle is located, and the step of obtaining the interval coefficient result corresponding to the area where the vehicle is located is returned.

[0030] Optionally, the selecting and determining the memory damping coefficient according to the historical mode record of the vehicle includes:

[0031] Counting the historical mode selection modes to determine the triggering times corresponding to each suspension mode;

[0032] The corresponding suspension mode with the most trigger times is used as the memory damping mode;

[0033] A memory damping coefficient is determined according to the memory damping mode.

[0034] Optionally, determining a memory damping coefficient according to the memory damping mode includes:

[0035] Obtain the total number of triggers corresponding to the historical mode selection record;

[0036] Calculating the ratio of the number of triggers corresponding to the memory damping mode to the total number of triggers to generate a mode trigger ratio;

[0037] generating a damping correction coefficient according to the correction method corresponding to the memory damping mode and the mode trigger ratio;

[0038] The damping coefficient corresponding to the memory damping mode is corrected according to the damping correction coefficient to generate a memory damping coefficient.

[0039] Optionally, the acquiring the memory damping mode includes:

[0040] Selecting a recent selection record from the historical mode selection record, wherein the recent selection record is a record of the suspension mode selected by the user for the most recent M times;

[0041] Constructing a selection record combination according to the recent selection records;

[0042] Searching for a damping mode corresponding to the selected record combination in a preset combination mode mapping table;

[0043] The damping coefficient corresponding to the damping mode is used as the memory damping coefficient.

[0044] In addition, to achieve the above-mentioned purpose, the present application also provides a vehicle control device, the device comprising:

[0045] A matching module is used to match the vehicle positioning data with each road section area to determine the area where the vehicle is located;

[0046] A determination module, configured to determine a first damping gain based on the area where the vehicle is located, and determine a second damping gain based on the vehicle speed and the area where the vehicle is located;

[0047] A memory module, for determining a memory damping coefficient according to a history mode selection record of the vehicle;

[0048] A construction module, configured to construct a control damping coefficient according to the first damping gain, the second damping gain and the memory damping coefficient;

[0049] A control module is used to control the electronically controlled shock absorber in the vehicle based on the controlled damping coefficient.

[0050] In addition, to achieve the above-mentioned purpose, the present application also provides a vehicle 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 control method as described above.

[0051] 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 control method as described above are implemented.

[0052] 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 control method described above are implemented.

[0053] One or more technical solutions proposed in this application have at least the following technical effects:

[0054] Since the damping coefficient is determined by comprehensively considering multiple factors such as the area where the vehicle is located, the vehicle speed, and the mode selection record, it is guaranteed that based on the damping adjustment experience during previous driving and the influence of driving speed, while taking into account the current damping coefficient, more sufficient damping pre-adjustment can be achieved to ensure that it meets the user's actual adjustment needs as much as possible. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] 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.

[0056] 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.

[0057] Figure 1 A schematic diagram of a flow chart provided for the first embodiment of the vehicle control method of the present application;

[0058] Figure 2 A schematic diagram of a flow chart provided for the second embodiment of the vehicle control method of the present application;

[0059] Figure 3 This is a schematic diagram of the module structure of the vehicle control device according to an embodiment of the present application;

[0060] Figure 4 Schematic diagram of the device structure of the hardware operating environment involved in the vehicle control method in the embodiment of the present application.

[0061] 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

[0062] 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.

[0063] 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.

[0064] Based on this, the embodiment of the present application provides a vehicle control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the vehicle control method of the present application.

[0065] In this embodiment, the vehicle control method includes steps S10 to S50:

[0066] Step S10: Match the vehicle positioning data with each road section area to determine the area where the vehicle is located.

[0067] It should be noted that the executor of this embodiment can be the vehicle itself, or it can be a vehicle control device arranged in the vehicle for controlling the vehicle. The vehicle 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 does not limit this. In this embodiment and the following embodiments, the vehicle control method of this application is described by taking the vehicle control device as an example.

[0068] It should be noted that the vehicle positioning data may be real-time positioning data of the vehicle generated by a positioning device or positioning system installed in the vehicle, for example, GPS data generated by a global positioning system (GPS) installed in the vehicle. The road section area may be an area previously passed by the user driving the vehicle. Specifically, the division of the road section area may be based on the road data stored in the high-definition map database.

[0069] In actual use, the vehicle positioning data can be matched with the road section area to determine which road section area the vehicle positioning data belongs to, thereby determining the area where the vehicle is located.

[0070] Among them, since the determination of the subsequent damping gain is more dependent on the determination of the area where the vehicle is located, the subsequent steps can be performed only when the area where the vehicle is located can be determined. If the area where the vehicle is located cannot be determined (such as the GPS data cannot be obtained, or the GPS data is inaccurate and cannot match the corresponding road section area), the damping coefficient that should be used in the end can be determined only based on the historical mode selection record.

[0071] Step S20: determining a first damping gain based on the area where the vehicle is located, and determining a second damping gain based on the vehicle speed and the area where the vehicle is located.

[0072] In actual use, the data related to the control of the electronically controlled shock absorber used by the user when the user previously drove the vehicle in the area where the vehicle is located can be searched according to the area where the vehicle is located, so as to obtain the first damping gain.

[0073] Even if the user is driving the vehicle in the same area, the vibration reduction control adopted may be different when driving at different speeds. Based on this, further search can be performed based on the vehicle speed and the area where the vehicle is located to obtain the second damping gain.

[0074] The first damping gain and the second damping gain may both be integers, and are used to correct the subsequently obtained memory damping coefficient.

[0075] Step S30: Determine the memory damping coefficient according to the historical mode selection record of the vehicle.

[0076] It should be noted that the historical mode selection record includes the record data of the suspension modes selected by the user for the most recent N times.

[0077] In actual use, in order to ensure that the user's actual driving experience can be improved, multiple suspension modes can be pre-set in the vehicle. The damping coefficient of the electronic shock absorber corresponding to each suspension mode can be different. The user can select the suspension mode according to actual needs, and the historical mode selection record can be the recorded data generated when the user selected the corresponding suspension mode when driving the vehicle before.

[0078] In a specific implementation, for simplicity, the suspension mode previously selected by the user may be determined based on the historical mode selection record, and the damping coefficient corresponding to the suspension mode may be used as the memory damping coefficient.

[0079] In a specific implementation, in order to ensure that the final damping coefficient meets the actual use requirements of the user as much as possible, the memory damping coefficient is also determined according to multiple consecutive suspension mode selections. At this time, step S30 in this embodiment may include:

[0080] Counting the historical mode selection modes to determine the triggering times corresponding to each suspension mode;

[0081] The corresponding suspension mode with the most trigger times is used as the memory damping mode;

[0082] A memory damping coefficient is determined according to the memory damping mode.

[0083] In actual use, in order to ensure that the actual use needs of users are met as much as possible, the suspension mode most frequently used by users can be referred to. Therefore, the historical mode selection mode can be counted to determine the number of triggers corresponding to each suspension mode, that is, the number of times each suspension mode is selected. The suspension mode with the largest number of corresponding triggers is the suspension mode selected by users the most times. Therefore, the suspension mode with the largest number of corresponding triggers can be used as the memory damping mode.

[0084] The implementation process of determining the memory damping coefficient according to the memory damping mode may be to use the damping coefficient corresponding to the memory damping mode as the memory damping mode.

[0085] For example: assuming that there are three suspension modes, namely Soft / Normal / Sport, and the driver's recent N suspension mode selections are counted, the triggering times corresponding to each suspension mode are determined to be N_Soft, N_Noraml, and N_Sport, respectively. If the Soft mode is triggered the most times, the damping coefficient c_Soft corresponding to the Soft mode will be used as the memory damping coefficient; if the Sport mode is triggered the most times, the damping coefficient c_Sport corresponding to the Sport mode will be used as the memory damping coefficient; if the Normal mode is triggered the most times, the damping coefficient c_Nor corresponding to the Normal mode will be used as the memory damping coefficient.

[0086] In a specific implementation, in order to more reasonably determine the memory damping coefficient, the step of determining the memory damping coefficient according to the memory damping mode in this embodiment may include:

[0087] Obtain the total number of triggers corresponding to the historical mode selection record;

[0088] Calculating the ratio of the number of triggers corresponding to the memory damping mode to the total number of triggers to generate a mode trigger ratio;

[0089] generating a damping correction coefficient according to the correction method corresponding to the memory damping mode and the mode trigger ratio;

[0090] The damping coefficient corresponding to the memory damping mode is corrected according to the damping correction coefficient to generate a memory damping coefficient.

[0091] It should be noted that if the damping coefficient corresponding to the memory damping mode is directly used as the memory damping mode, although the user's usage frequency is taken into account, the user's selection of other modes is missing. In order to be more in line with the user's actual usage habits, the user's overall selection situation must also be considered. Therefore, the total number of triggers corresponding to the historical mode selection records can be obtained first, and then the ratio of the number of triggers corresponding to the memory damping mode to the total number of triggers can be used as the mode trigger ratio.

[0092] In actual use, different suspension modes, when applied, actually reflect different user preferences for vibration reduction. Based on this, when different memory damping modes are determined, the damping correction coefficient can be used differently, that is, the correction method is different. In order to make corrections reasonably, the correction method corresponding to the memory damping mode can be obtained first, and then the damping correction coefficient is generated based on the correction method and the mode trigger ratio. Finally, the damping correction coefficient corrects the damping coefficient corresponding to the memory damping mode (increase, reduce or maintain unchanged), thereby generating a memory damping coefficient. Among them, the damping correction coefficient can be multiplied by the damping coefficient corresponding to the memory damping mode, and the product obtained is used as the memory damping coefficient.

[0093] For example, suppose there are three suspension modes, namely Soft / Normal / Sport, and the driver's recent N suspension mode selections are counted, and the trigger times corresponding to each suspension mode are determined to be N_Soft, N_Noraml, and N_Sport. The sum of the trigger times of the three modes, i.e., the total trigger times N = N_Soft+N_Noraml+N_Sport;

[0094] At this time, if the Soft mode is triggered the most times, the memory damping mode is the Soft mode, the mode trigger ratio is N_Soft / N, and the correction method is reduction. At this time, the damping correction coefficient is K_Soft=1-N_Soft / N;

[0095] If the Sport mode is triggered the most times, the memory damping mode is the Sport mode, the mode trigger ratio is N_Sport / N, and the correction method is increase. At this time, the damping correction coefficient is K_Sport=1+N_Sport / N;

[0096] If the Normal mode is triggered the most times, the memory damping mode is the Normal mode, the mode trigger ratio is N_Noraml / N, the correction method is unchanged, and the damping correction coefficient K_Nor=1.

[0097] In a specific implementation, in order to ensure that the final damping coefficient meets the actual use requirements of the user as much as possible, the memory damping coefficient is also determined according to the suspension modes selected in the most recent times and the order of selection. At this time, step S30 in this embodiment may include:

[0098] Selecting a recent selection record from the historical mode selection records;

[0099] Constructing a selection record combination according to the recent selection records;

[0100] Searching for a damping mode corresponding to the selected record combination in a preset combination mode mapping table;

[0101] The damping coefficient corresponding to the damping mode is used as the memory damping coefficient.

[0102] It should be noted that the recent selection records the suspension modes selected by the user for the most recent M times, where M is less than N.

[0103] In actual use, when constructing a selection record combination based on recent selection records, it can be constructed based on the category of the selected suspension mode and the order of selection.

[0104] For example: assuming that M is 3, enumeration and logical judgment can be used to construct a selection record combination based on the modes of the last three selections (H=Hard, S=Soft, N=Noraml). For example, HSN means that the most recent selection was the Hard mode, the more recent selection was the Soft mode, and the farthest selection among the three was the Noraml mode. Thus, a total of 27 selection record combinations are generated.

[0105] In actual use, the preset combination mode mapping table can be a data table preset by the manager of the vehicle control device for storing the corresponding relationship between the selected record combination and the damping mode. The damping mode can be a sub-mode under the suspension mode, and one damping mode can correspond to at least one selected record combination, and different damping modes correspond to different damping coefficients.

[0106] For example, the preset combination mode mapping table may be as shown in Table 1 below:

[0107]

[0108] Step S40: constructing a control damping coefficient according to the first damping gain, the second damping gain and the memory damping coefficient.

[0109] In actual use, the first damping gain, the second damping gain and the memory damping coefficient may be multiplied together, and the obtained product may be used as the control damping coefficient.

[0110] Step S50: Controlling the electronically controlled shock absorber in the vehicle based on the controlled damping coefficient.

[0111] In actual use, the electronically controlled shock absorber in the vehicle can be controlled according to the control damping coefficient, so that the electronically controlled shock absorber generates a corresponding damping force to reduce vehicle fluctuations caused by vibration or other factors.

[0112] For example, the control damping coefficient is converted into a damping coefficient signal, which is further converted into a corresponding current signal and sent to the electronically controlled shock absorber to generate a corresponding damping force.

[0113] In practical applications, in order to avoid damage to the electronically controlled shock absorber, after obtaining the control damping coefficient, it can also be compared with the maximum damping coefficient supported by the electronically controlled shock absorber, and the smaller value can be used to control the electronically controlled shock absorber to avoid issuing a damping coefficient that exceeds the upper limit supported by the electronically controlled shock absorber, thereby damaging the electronically controlled shock absorber.

[0114] This embodiment provides a vehicle control method. Since the damping coefficient is determined by comprehensively considering multiple factors such as the area where the vehicle is located, the vehicle speed, and the mode selection record, it can be ensured that it can be based on the damping adjustment experience during previous driving and the influence of the driving speed, while taking into account the current damping coefficient. More sufficient damping pre-adjustment can be achieved to ensure that it meets the user's actual adjustment needs as much as possible.

[0115] 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 2 Before step S10, the vehicle control method further includes steps S01 to S04:

[0116] Step S01: Acquire historical driving data of a vehicle, and divide a road section corresponding to the historical driving data into a plurality of road section areas.

[0117] It should be noted that the historical driving data may be relevant data of the vehicle's historical driving, and may include data such as the vehicle's driving trajectory and the use of the damping coefficient during the vehicle's driving process.

[0118] In actual use, the road section corresponding to the historical driving data can be determined according to the vehicle driving trajectory in the historical driving data, and then the road section is divided into multiple road section areas.

[0119] In practical applications, the division of the road section area can be based on the direction of the road section and combined with the longitude and latitude. For example, when the road section is north-south (or close to north-south), it is divided according to the y coordinate (which can be regarded as longitude), and the equal y coordinate (equal longitude) interval Δy is taken. Each interval of Δy is used to divide a road section area. Each road section area can be numbered, and the number increases according to the number of divided sections. For example, Area_i is the i-th road section area divided;

[0120] Similarly, when the road section is east-west (or close to east-west), it is divided according to the x-coordinate (which can be regarded as latitude), and the equal x-coordinate (equal latitude) interval Δx is taken. Each interval of Δx is used to divide a road section area. Each road section area can be numbered, and the number increases according to the number of divided sections. For example, Area_i is the i-th road section area divided;

[0121] Of course, when the road section is not directly north-south or east-west, it can also be divided into section areas Area_i-1, Area_i, Area_i+1, etc. according to Δx and / or Δy combined with the road shape of the road section.

[0122] Multiple pieces of historical driving data may be processed in sequence to execute steps S01 to S04 of this embodiment.

[0123] Step S02: discretizing the historical driving data into a plurality of trajectory coordinates.

[0124] In actual use, the driving trajectory in the historical driving data can be discretized and split into the trajectory coordinates of multiple vehicles.

[0125] Step S03: Match each of the trajectory coordinates with each road section area to determine a trajectory coordinate set corresponding to each road section area.

[0126] It should be noted that the trajectory coordinate set corresponding to the road section area may include trajectory coordinates belonging to the road section area.

[0127] In actual use, each trajectory coordinate can be matched with each road section area respectively to determine the road section area to which each trajectory coordinate belongs. Then, the trajectory coordinates belonging to the same road section area are stored in the same set, thereby obtaining the trajectory coordinate set corresponding to each road section area.

[0128] Step S04: Calculate the average value of the damping gain corresponding to each trajectory coordinate in each trajectory coordinate set respectively, and generate the damping gain corresponding to each road section area.

[0129] In actual use, the average value of the damping gain corresponding to each trajectory coordinate in each trajectory coordinate set can be calculated respectively, and the average value is used as the damping gain corresponding to the road section area.

[0130] The damping gain corresponding to the trajectory coordinate may be the damping gain used when the vehicle is at the trajectory coordinate during driving.

[0131] Accordingly, in this embodiment, the step of determining the first damping gain based on the area where the vehicle is located may include:

[0132] The damping gain of the area where the vehicle is located is used as the first damping gain.

[0133] For ease of understanding, an example is given below, but this solution is not limited to the following:

[0134] Determine that the vehicle has passed a certain road section based on historical driving data, discretize the trajectory of the vehicle on the road section, and obtain multiple trajectory coordinates (x1, y1), (x2, y2), ···, (xi, yi), ···, (xN, yN);

[0135] Divide the road section into N road section areas Area_1, Area_2,..., Area_i,..., Area_N;

[0136] Obtain the damping gains c_1, c_2, ···, c_i, ···, c_N corresponding to the discrete trajectory coordinates (x1, y1), (x2, y2), ···, (xi, yi), ···, (xN, yN), and match each trajectory coordinate with each road section area to determine the trajectory coordinate set corresponding to each road section area;

[0137] Assume that the trajectory coordinate set corresponding to the ith road section area contains a total of M trajectory coordinates. At this time, the damping gain c_average of the ith road section area = c_sum / M, where c_sum is the sum of the damping gains for the trajectory coordinate pairs contained in the trajectory coordinate set.

[0138] In a specific implementation, in order to reasonably determine the second damping coefficient, before step S20 in this embodiment, the following steps may also be included:

[0139] Searching for driving data records corresponding to the area where the vehicle is located;

[0140] Matching the driving speed in each driving data record with each preset vehicle speed interval to determine the driving record set corresponding to each preset vehicle speed interval;

[0141] The average values ​​of the damping coefficients corresponding to the driving data records in each driving record set are calculated respectively, and the interval coefficient results corresponding to the area where the vehicle is located are generated.

[0142] It should be noted that the interval coefficient result includes the damping coefficient corresponding to each preset vehicle speed interval.

[0143] It should be noted that the driving data record corresponding to the area where the vehicle is located may be a historical record of the vehicle driving in the area where the vehicle is located, and may include data such as the vehicle speed during driving and the damping gain used by the vehicle.

[0144] In actual use, the available speed of the vehicle can be divided into multiple intervals, so as to set multiple preset speed intervals. Of course, the intervals can also be divided according to the speed used in the driving data record corresponding to the area where the vehicle is located. This embodiment does not limit this.

[0145] In actual application, the driving speed in the driving data record can be matched with each preset speed range, and the driving data with the corresponding driving speed in the preset speed range can be used as the driving data record corresponding to the preset speed range. Afterwards, the driving data records corresponding to the same preset speed range can be stored in the same set.

[0146] In actual use, the average value of the damping coefficients corresponding to the driving data records in the driving record set can be calculated, and the average value can be used as the damping coefficient of the preset vehicle speed range corresponding to the driving record set. Afterwards, the damping coefficients of each preset vehicle speed range are assembled into the interval coefficient result corresponding to the area where the vehicle is located.

[0147] For ease of understanding, an example is given below, but this solution is not limited to the following:

[0148] S1: When the vehicle passes through the road area Area_i, the vehicle speed information is discretized to obtain V_0, V_1, ..., V_M, with the initial m=0;

[0149] S2: Discretize the damping gains corresponding to the vehicle speeds V_0, V_1, ..., V_M to obtain c_0, c_1, ..., c_M, and initially c_sum_vi=0;

[0150] S3: Divide the vehicle speed into multiple intervals according to the vehicle speed information. When the vehicle speed V_j is in the interval [V_i, V_i+1], enter S4, otherwise j=j+1;

[0151] S4: The sum of the damping coefficients corresponding to the interval [V_i, V_i+1] plus the damping coefficient c_j corresponding to V_j, c_sum_vi=c_sum_vi+c_j, and j=j+1, m=m+1;

[0152] S4: When j ≥ M, jump out of the loop, otherwise j = j + 1;

[0153] S5: The damping gain c_average_vi=c_sum_vi / m corresponding to the i+1th vehicle speed interval [V_i, V_i+1].

[0154] Among them, the vehicle speed used above is actually the speed of the vehicle at that moment when the vehicle reaches a certain position point. For example, the coordinate system, the X-axis and the Y-axis can be used to represent the vehicle's position information, such as the X-axis is longitude, the Y-axis is latitude, and the coordinate axis V-axis that is perpendicular to both the X-axis and the Y-axis is the vehicle's speed. In this coordinate system, a curve is used to represent the relevant data of the vehicle's position and speed. When the vehicle is at the coordinate point (xi, yi), its speed is the value of the point corresponding to the V-axis, and its speed value is V_i.

[0155] In a specific implementation, the interval coefficient result has been constructed before, and then the interval coefficient result corresponding to the interval where the vehicle is located can be found at this time, and the corresponding second damping coefficient can be found in the interval coefficient result according to the vehicle speed. Therefore, the step of determining the second damping gain based on the vehicle speed and the area where the vehicle is located can include:

[0156] Matching the vehicle speed with each speed interval to determine a target interval;

[0157] Obtaining the interval coefficient result corresponding to the area where the vehicle is located;

[0158] Detecting whether there is a damping gain corresponding to the target interval in the interval coefficient result;

[0159] If it exists, then the damping gain corresponding to the target interval is searched in the interval coefficient result to obtain the second damping gain.

[0160] It should be noted that due to the user's driving habits, it is actually impossible to drive at all speeds on the same road section. Therefore, the damping gain corresponding to some preset speed intervals in the interval coefficient result may be 0 or null. This is caused by not obtaining the corresponding records. At this time, it can be determined that there is no damping gain corresponding to this preset speed interval, that is, the second damping gain corresponding to the vehicle speed cannot be obtained from the interval coefficient result;

[0161] If the damping gain corresponding to the preset vehicle speed interval in the non-interval coefficient result is not 0 and is not a null value, it can be determined that there is a damping gain corresponding to the preset vehicle speed interval.

[0162] In actual use, in order to determine whether the currently obtained interval coefficient result can be used, it is possible to first detect whether there is a damping gain corresponding to the target interval in the interval coefficient result. If so, the damping gain corresponding to the target interval in the interval coefficient result is used as the second damping gain.

[0163] In a specific implementation, in order to ensure that the second damping gain can still be obtained, after the step of detecting whether there is a damping gain corresponding to the target interval in the interval coefficient result in this embodiment, the following step is further included:

[0164] If not, obtaining the adjacent area of ​​the area where the vehicle is located;

[0165] The adjacent area is taken as a new area where the vehicle is located, and the step of obtaining the interval coefficient result corresponding to the area where the vehicle is located is returned.

[0166] It should be noted that, since there may be no corresponding samples for statistical calculation, the damping gain corresponding to some preset vehicle speed intervals in the interval coefficient result may be 0 or a null value. At this time, if there is no damping gain corresponding to the target interval in the interval coefficient result, that is, the damping gain corresponding to the target interval in the interval coefficient result may be 0 or a null value, then at this time, in order to ensure that the second damping gain can still be obtained, you can try to refer to the interval coefficient results of other road sections adjacent to the area where the vehicle is located. Therefore, the adjacent area of ​​the vehicle area can be obtained, and then the adjacent area is used as the new area where the vehicle is located, and then return to execute the step of obtaining the interval coefficient result corresponding to the area where the vehicle is located.

[0167] The adjacent area to the area where the vehicle is located may be a road section area directly adjacent to the area where the vehicle is located and located before or after the area where the vehicle is located.

[0168] For example: assuming that the target interval for the vehicle speed V is [V_i,V_i+1], and the area where the vehicle is located is Area_i, the interval coefficient result corresponding to the road section area Area_i can be read in the cloud server, and the interval coefficient result can be detected to see whether there is a damping gain corresponding to [V_i,V_i+1]. If so, the damping gain K_V_i corresponding to [V_i,V_i+1] is used as the second damping gain; if not, the adjacent area Area_i±1 of Area_i is obtained, and it is used as the new area where the vehicle is located, and the interval coefficient result corresponding to Area_i±1 is obtained, and it is detected whether there is a damping gain corresponding to the speed interval [V_i,V_i+1] in the interval coefficient result corresponding to Area_i±1. If so, the second damping gain is output. If it still does not exist, the next adjacent area Area_i±2 is obtained until the second damping gain is obtained.

[0169] This embodiment provides a vehicle control method. Since the damping gain corresponding to each road section area is determined in advance based on historical driving data, it is ensured that the damping gain that should be used in the current area of ​​the vehicle can be quickly determined based on the user's previous usage habits.

[0170] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the vehicle control method of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0171] This application also provides a vehicle control device, please refer to Figure 3 , the vehicle control device comprises:

[0172] The matching module 10 is used to match the vehicle positioning data with each road section area to determine the area where the vehicle is located;

[0173] A determination module 20, configured to determine a first damping gain based on the area where the vehicle is located, and to determine a second damping gain based on the vehicle speed and the area where the vehicle is located;

[0174] A memory module 30, for determining a memory damping coefficient according to a historical mode selection record of the vehicle;

[0175] A construction module 40, configured to construct a control damping coefficient according to the first damping gain, the second damping gain and the memory damping coefficient;

[0176] The control module 50 is used to control the electronically controlled shock absorber in the vehicle based on the controlled damping coefficient.

[0177] The vehicle control device provided by the present application adopts the vehicle control method in the above embodiment, which can solve the technical problem that the vehicle vibration reduction method in the related art cannot meet the actual vibration reduction needs of users. Compared with the prior art, the beneficial effects of the vehicle control device provided by the present application are the same as the beneficial effects of the vehicle control method provided by the above embodiment, and the other technical features in the vehicle control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0178] The present application provides a vehicle control device, which includes: at least one processor; and a memory that is communicatively connected to the at least one processor; 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 control method in the above-mentioned embodiment one.

[0179] Reference below Figure 4, which shows a schematic diagram of the structure of a vehicle control device suitable for implementing an embodiment of the present application. The vehicle 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 4 The vehicle 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.

[0180] like Figure 4 As shown, the vehicle 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 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 control device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vehicle 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.

[0181] 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.

[0182] The vehicle control device provided by the present application adopts the vehicle control method in the above embodiment, which can solve the technical problem that the vehicle vibration reduction method in the related art cannot meet the actual vibration reduction needs of users. Compared with the prior art, the beneficial effects of the vehicle control device provided by the present application are the same as the beneficial effects of the vehicle control method provided by the above embodiment, and the other technical features in the vehicle control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0183] 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.

[0184] 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.

[0185] 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 control method in the above-mentioned embodiment.

[0186] 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.

[0187] The computer-readable storage medium may be included in the vehicle control device; or may exist independently without being assembled into the vehicle control device.

[0188] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the vehicle control device, the vehicle control device: matches the vehicle positioning data with each road section area to determine the area where the vehicle is located; determines a first damping gain based on the area where the vehicle is located, and determines a second damping gain based on the vehicle speed and the area where the vehicle is located; determines a memory damping coefficient based on the vehicle's historical mode selection record, and the historical mode selection record includes the record data of the suspension mode selected by the user for the most recent N times; constructs a control damping coefficient based on the first damping gain, the second damping gain and the memory damping coefficient; and controls the electronically controlled shock absorber in the vehicle based on the control damping coefficient.

[0189] 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).

[0190] 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.

[0191] 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.

[0192] The readable storage medium provided in the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned vehicle control method, and can solve the technical problem that the vehicle vibration reduction method in the related art cannot meet the actual vibration reduction needs of users. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the present application are the same as the beneficial effects of the vehicle control method provided in the above-mentioned embodiment, and will not be repeated here.

[0193] 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 control method as described above are implemented.

[0194] The computer program product provided by the present application can solve the technical problem that the vehicle vibration reduction method in the related art cannot meet the actual vibration reduction needs of users. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the vehicle control method provided by the above embodiment, which will not be repeated here.

[0195] 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 control method, characterized in that: The method comprises: Match the vehicle positioning data with the areas of each road section to determine the area where the vehicle is located; Determining a first damping gain based on the area where the vehicle is located, and determining a second damping gain based on the vehicle speed and the area where the vehicle is located; Determining a memory damping coefficient according to a historical mode selection record of the vehicle, wherein the historical mode selection record includes record data of the suspension modes selected by the user for the most recent N times; constructing a control damping coefficient according to the first damping gain, the second damping gain and the memory damping coefficient; An electronically controlled shock absorber in the vehicle is controlled based on the controlled damping coefficient.

2. The vehicle control method according to claim 1, characterized in that: Before matching the vehicle positioning data with each road section area to determine the area where the vehicle is located, the method further includes: Acquire historical driving data of the vehicle, and divide the road section corresponding to the historical driving data into multiple road section areas; discretize the historical driving data into a plurality of trajectory coordinates; Matching each of the trajectory coordinates with each road section area to determine a trajectory coordinate set corresponding to each road section area, wherein the trajectory coordinate set includes trajectory coordinates belonging to the road section area; Calculate the average value of the damping gain corresponding to each trajectory coordinate in each trajectory coordinate set respectively, and generate the damping gain corresponding to each road section area; Accordingly, determining the first damping gain based on the area where the vehicle is located includes: The damping gain of the area where the vehicle is located is used as the first damping gain.

3. The vehicle control method according to claim 1, characterized in that: Before determining the first damping gain based on the area where the vehicle is located and determining the second damping gain based on the vehicle speed and the area where the vehicle is located, the method further includes: Searching for driving data records corresponding to the area where the vehicle is located; Matching the driving speed in each driving data record with each preset vehicle speed interval to determine the driving record set corresponding to each preset vehicle speed interval; Calculating the average value of the damping coefficient corresponding to the driving data record in each driving record set respectively, and generating an interval coefficient result corresponding to the area where the vehicle is located, wherein the interval coefficient result includes the damping coefficient corresponding to each preset vehicle speed interval; Accordingly, determining the second damping gain based on the vehicle speed and the area where the vehicle is located includes: Matching the vehicle speed with each speed interval to determine a target interval; Obtaining the interval coefficient result corresponding to the area where the vehicle is located; Detecting whether there is a damping gain corresponding to the target interval in the interval coefficient result; If it exists, then the damping gain corresponding to the target interval is searched in the interval coefficient result to obtain the second damping gain.

4. The vehicle control method according to claim 3, characterized in that: After the step of detecting whether there is a damping gain corresponding to the target interval in the interval coefficient result, the method further includes: If not, obtaining the adjacent area of ​​the area where the vehicle is located; The adjacent area is taken as a new area where the vehicle is located, and the step of obtaining the interval coefficient result corresponding to the area where the vehicle is located is returned.

5. The vehicle control method according to any one of claims 1 to 4, characterized in that: The step of selecting a record based on the historical mode of the vehicle and determining the memory damping coefficient comprises: Counting the historical mode selection modes to determine the triggering times corresponding to each suspension mode; The corresponding suspension mode with the most trigger times is used as the memory damping mode; A memory damping coefficient is determined according to the memory damping mode.

6. The vehicle control method according to claim 5, characterized in that: Determining the memory damping coefficient according to the memory damping mode includes: Obtain the total number of triggers corresponding to the historical mode selection record; Calculating the ratio of the number of triggers corresponding to the memory damping mode to the total number of triggers to generate a mode trigger ratio; generating a damping correction coefficient according to the correction method corresponding to the memory damping mode and the mode trigger ratio; The damping coefficient corresponding to the memory damping mode is corrected according to the damping correction coefficient to generate a memory damping coefficient.

7. The vehicle control method according to any one of claims 1 to 4, characterized in that: The step of selecting a record based on the historical mode of the vehicle and determining the memory damping coefficient comprises: Selecting a recent selection record from the historical mode selection record, wherein the recent selection record is a record of the suspension mode selected by the user for the most recent M times, where M is less than N; Constructing a selection record combination according to the recent selection records; Searching for a damping mode corresponding to the selected record combination in a preset combination mode mapping table; The damping coefficient corresponding to the damping mode is used as the memory damping coefficient.

8. A vehicle control device, characterized in that: The device comprises: A matching module is used to match the vehicle positioning data with each road section area to determine the area where the vehicle is located; A determination module, configured to determine a first damping gain based on the area where the vehicle is located, and determine a second damping gain based on the vehicle speed and the area where the vehicle is located; A memory module, for determining a memory damping coefficient according to a history mode selection record of the vehicle; A construction module, configured to construct a control damping coefficient according to the first damping gain, the second damping gain and the memory damping coefficient; A control module is used to control the electronically controlled shock absorber in the vehicle based on the controlled damping coefficient.

9. A vehicle 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 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 control method according to any one of claims 1 to 7 are implemented.

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