Vehicle control method, device, equipment and storage medium

Abstract

This application relates to the field of vehicle control technology, and discloses a vehicle control method, device, equipment, and storage medium, including: matching vehicle positioning data with various road segment areas 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 based on the vehicle's historical mode selection records; constructing a control damping coefficient based on the first damping gain, the second damping gain, and the memory damping coefficient; and controlling the electronically controlled shock absorber in the vehicle based on the control damping coefficient. Because the damping coefficient is determined by comprehensively considering factors such as the vehicle's location, vehicle speed, and mode selection records, it ensures that damping adjustment experience from previous driving processes and the influence of driving speed are taken into account, while also considering the current damping coefficient, allowing for more thorough pre-adjustment of the damping and ensuring that it meets the user's actual adjustment needs as much as possible.

Description

Technical Field

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

[0002] Currently, vehicles are generally equipped with damping devices (such as electronically controlled dampers) to reduce vehicle fluctuations caused by vibrations or other factors, thereby improving the user's actual driving experience.

[0003] However, current vehicles generally use a fixed mode for vibration control, that is, a fixed damping coefficient is used to control the electronically controlled shock absorbers in the vehicle for the same working conditions. However, different users have different needs 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 this application is to provide a vehicle control method, device, equipment and storage medium, which aims to solve the technical problem that the vehicle vibration reduction methods in the related art cannot meet the actual vibration reduction needs of users.

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

[0006] The vehicle location data is matched with the area of ​​each road segment to determine the area where the vehicle is located.

[0007] A first damping gain is determined based on the area where the vehicle is located, and a second damping gain is determined based on the vehicle speed and the area where the vehicle is located.

[0008] The memory damping coefficient is determined by selecting records based on the vehicle's historical patterns.

[0009] The control damping coefficient is constructed based on the first damping gain, the second damping gain, and the memory damping coefficient;

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

[0011] Optionally, before matching the vehicle location data with various road segment areas 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 segments corresponding to the historical driving data into multiple road segment regions;

[0013] The historical driving data is discretized into multiple trajectory coordinates;

[0014] The trajectory coordinates are matched with each road segment area to determine the trajectory coordinate set corresponding to each road segment area. The trajectory coordinate set contains the trajectory coordinates belonging to that road segment area.

[0015] Calculate the average value of the damping gain corresponding to each trajectory coordinate in each trajectory coordinate set, and generate the damping gain corresponding to each road segment 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 taken 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] Locate the driving data records corresponding to the area where the vehicle is located;

[0020] Match the driving speed in each driving data record with each preset speed range to determine the driving record set corresponding to each preset speed range;

[0021] Calculate the average damping coefficient corresponding to each driving data record in each driving record set, and generate the interval coefficient result corresponding to the area where the vehicle is located. 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] The vehicle speed is matched with each speed range to determine the target range;

[0024] Obtain the interval coefficient results corresponding to the area where the vehicle is located;

[0025] The results of the interval coefficients are checked to see if the damping gain corresponding to the target interval exists.

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

[0027] Optionally, after the step of detecting whether the damping gain corresponding to the target interval exists in the interval coefficient results, the method further includes:

[0028] If it does not exist, then obtain the adjacent area of ​​the area where the vehicle is located;

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

[0030] Optionally, the step of selecting records based on the vehicle's historical patterns to determine the memory damping coefficient includes:

[0031] The historical mode selection patterns are statistically analyzed to determine the number of triggers corresponding to each suspension mode;

[0032] The suspension mode that is triggered most frequently is designated as the memory damping mode.

[0033] The memory damping coefficient is determined based on the memory damping mode.

[0034] Optionally, determining the memory damping coefficient based on the memory damping mode includes:

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

[0036] Calculate the ratio of the number of triggers corresponding to the memory damping mode to the total number of triggers, and generate the mode trigger ratio;

[0037] A damping correction coefficient is generated based on 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 the memory damping coefficient.

[0039] Optionally, the acquisition of the memory damping mode includes:

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

[0041] Construct a selection record combination based on the recently selected records;

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

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

[0044] Furthermore, to achieve the above objectives, this application also provides a vehicle control device, the device comprising:

[0045] The matching module is used to match vehicle location data with various road segments and areas to determine the area where the vehicle is located.

[0046] The determination module is used 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.

[0047] The memory module is used to select records based on the vehicle's historical patterns to determine the memory damping coefficient;

[0048] The construction module is used to construct the control damping coefficient based on 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 control damping coefficient.

[0050] In addition, to achieve the above objectives, this application also provides a vehicle control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle control method as described above.

[0051] In addition, to achieve the above objectives, this application also provides a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the vehicle control method as described above.

[0052] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the vehicle control method described above.

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

[0054] Because the damping coefficient is determined by taking into account factors such as the vehicle's location, speed, and mode selection records, it ensures that damping adjustment can be performed more fully in advance, taking into account the damping adjustment experience from previous driving, the influence of driving speed, and the current damping coefficient, thus ensuring that it meets the user's actual adjustment needs as much as possible. Attached Figure Description

[0055] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0056] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] Figure 1 This is a flowchart illustrating an embodiment of the vehicle control method of this application.

[0058] Figure 2 This is a flowchart illustrating Embodiment 2 of the vehicle control method of this application;

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

[0060] Figure 4 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle control method in the embodiments of this application.

[0061] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0062] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0063] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0064] Based on this, embodiments of this application provide a vehicle control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle control method of this application.

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

[0066] Step S10: Match the vehicle location data with the area of ​​each road segment to determine the area where the vehicle is located.

[0067] It should be noted that the executing entity in this embodiment can be the vehicle itself, or a vehicle control device installed in the vehicle that can control the vehicle. The vehicle control device can be a controller installed 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 device is used as an example to illustrate the vehicle control method of this application.

[0068] It should be noted that vehicle positioning data can be real-time positioning data generated by a positioning device or system installed in the vehicle, such as GPS data generated by a Global Positioning System (GPS) installed in the vehicle. Road segment areas can be areas previously traversed by the user's vehicle; specifically, the division of road segment areas can be based on road data stored in a high-definition map database.

[0069] In practical use, vehicle location data can be matched with road segment areas to determine which road segment area the vehicle location data belongs to, thereby determining the area where the vehicle is located.

[0070] Since determining the subsequent damping gain is highly dependent on determining the area where the vehicle is located, the subsequent steps can only be performed if the area where the vehicle is located can be determined. If the area where the vehicle is located cannot be determined (e.g., GPS data cannot be obtained, or the GPS data is inaccurate and cannot match the corresponding road segment area), the damping coefficient to be used can be determined solely based on historical pattern records.

[0071] Step S20: 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.

[0072] In practical use, the first damping gain can be obtained by finding the data on the control of the electronically controlled shock absorber when the user previously drove the vehicle in the same area.

[0073] Since the damping control used by a user may differ depending on the vehicle speed while driving in the same area, a second damping gain can be obtained by further searching based on the vehicle speed and the area where the vehicle is located.

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

[0075] Step S30: Select records based on the vehicle's historical patterns to determine the memory damping coefficient.

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

[0077] In practical use, in order to improve the user's actual driving experience, the vehicle can be pre-set with multiple suspension modes. Each suspension mode has a different damping coefficient for controlling the electronically controlled shock absorbers. Users can select the suspension mode according to their actual needs. The historical mode selection record can be the data generated when the user previously selected the corresponding suspension mode while driving the vehicle.

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

[0079] In practical implementation, to ensure that the final damping coefficient meets the user's actual usage needs as much as possible, the memory damping coefficient is also determined based on the suspension mode selection of multiple consecutive times. Therefore, step S30 in this embodiment may include:

[0080] The historical mode selection patterns are statistically analyzed to determine the number of triggers corresponding to each suspension mode;

[0081] The suspension mode that is triggered most frequently is designated as the memory damping mode.

[0082] The memory damping coefficient is determined based on the memory damping mode.

[0083] In practical use, in order to ensure that the actual needs of users are met as much as possible, the suspension mode with the highest frequency of use can be referenced. Therefore, the historical mode selection can be statistically analyzed to determine the number of times each suspension mode is triggered, that is, the number of times each suspension mode is selected. The suspension mode with the most triggers is the suspension mode selected most often by users. Therefore, the suspension mode with the most triggers can be used as the memory damping mode.

[0084] The process of determining the memory damping coefficient based on the memory damping mode can be to use the damping coefficient corresponding to the memory damping mode as the memory damping mode.

[0085] For example: Suppose there are three suspension modes: Soft, Normal, and Sport. If we statistically analyze the driver's last N suspension mode selections, and the trigger counts for each mode are N_Soft, N_Normal, and N_Sport respectively, then if the Soft mode is triggered most frequently, the damping coefficient c_Soft corresponding to the Soft mode is used as the memory damping coefficient; if the Sport mode is triggered most frequently, the damping coefficient c_Sport corresponding to the Sport mode is used as the memory damping coefficient; and if the Normal mode is triggered most frequently, the damping coefficient c_Nor corresponding to the Normal mode is used as the memory damping coefficient.

[0086] In 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 described in this embodiment may include:

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

[0088] Calculate the ratio of the number of triggers corresponding to the memory damping mode to the total number of triggers, and generate the mode trigger ratio;

[0089] A damping correction coefficient is generated based on 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 the 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 frequency of use is taken into account, the selection of other modes by the user is missing. In order to better match the actual usage habits of users, the overall selection of users also needs to be considered. Therefore, we can first obtain the total number of triggers corresponding to the historical mode selection records, and then use the ratio of the number of triggers corresponding to the memory damping mode to the total number of triggers as the mode trigger ratio.

[0092] In practical applications, different suspension modes reflect different user preferences for damping. Therefore, the damping correction coefficient can be used differently depending on the chosen memory damping mode. To ensure proper correction, the correction method corresponding to the memory damping mode can be obtained first. Then, a damping correction coefficient is generated based on the correction method and the mode trigger ratio. Finally, the damping correction coefficient is used to adjust the damping coefficient corresponding to the memory damping mode (increasing, decreasing, or maintaining its position), thus generating the memory damping coefficient. Alternatively, the damping correction coefficient can be multiplied by the damping coefficient corresponding to the memory damping mode, and the product can be used as the memory damping coefficient.

[0093] For example: Suppose there are three suspension modes, namely Soft / Normal / Sport. If the driver selects the suspension mode N times in the last N times, the number of triggers for each suspension mode is N_Soft, N_Normal, and N_Sport, respectively. The sum of the number of triggers for the three modes, i.e. the total number of triggers N, is N = N_Soft + N_Normal + N_Sport.

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

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

[0096] If the Normal mode is triggered the most times, then 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 practical implementation, to ensure that the final damping coefficient meets the user's actual needs as much as possible, the memory damping coefficient is also determined based on the suspension modes selected most recently and in the order of selection. Therefore, step S30 in this embodiment may include:

[0098] Select the most recent selection record from the historical pattern selection record;

[0099] Construct a selection record combination based on the recently selected records;

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

[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 in the most recent M times, where M is less than N.

[0103] In practical use, when constructing a selection record combination based on recently selected records, the construction can be based on the category of the selected suspension mode and the order in which they were selected.

[0104] For example, assuming M is 3, we can use enumeration and logical judgment to construct selection record combinations based on the patterns of the three most recent selections (H=Hard, S=Soft, N=Noraml). For example, HSN means that the most recent selection was Hard mode, the most recent selection was Soft mode, and the furthest selection was Noraml mode. Thus, a total of 27 selection record combinations are generated.

[0105] In practical use, the preset combination mode mapping table can be a data table pre-set by the vehicle control equipment administrator to store the correspondence between selected record combinations and damping modes. The damping mode can be a sub-mode of the suspension mode, and one damping mode can correspond to at least one selected record combination. Different damping modes correspond to different damping coefficients.

[0106] For example, the preset combination pattern mapping table can be shown in Table 1 below:

[0107]

[0108] Step S40: Construct the control damping coefficient based on the first damping gain, the second damping gain, and the memory damping coefficient.

[0109] In practical applications, the first damping gain, the second damping gain, and the memory damping coefficient can be multiplied together, and the resulting product can be used as the control damping coefficient.

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

[0111] In practical use, the electronically controlled shock absorbers in the vehicle can be controlled according to the control damping coefficient, so that the electronically controlled shock absorbers generate 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 then further converted into a corresponding current signal and sent to the electronically controlled vibration damper to generate the corresponding damping force.

[0113] In practical applications, to avoid damage to the electronically controlled vibration damper, after obtaining the control damping coefficient, it can be compared with the maximum damping coefficient supported by the electronically controlled vibration damper. The smaller value is used to control the electronically controlled vibration damper to avoid generating a damping coefficient that exceeds the upper limit supported by the electronically controlled vibration damper, thereby damaging the electronically controlled vibration damper.

[0114] This embodiment provides a vehicle control method. Since the damping coefficient is determined by comprehensively considering factors such as the vehicle's location, vehicle speed, and mode selection records, it ensures that damping adjustment experience and the influence of driving speed can be used as a basis, while also taking into account the current damping coefficient. This allows for more thorough pre-adjustment of damping, ensuring that it meets the user's actual adjustment needs as much as possible.

[0115] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 Before step S10, the vehicle control method further includes steps S01 to S04:

[0116] Step S01: Obtain the vehicle's historical driving data and divide the road segments corresponding to the historical driving data into multiple road segment areas.

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

[0118] In practical use, the road segment corresponding to the historical driving data can be determined based on the vehicle's driving trajectory in the historical driving data. Then, the road segment can be divided into multiple road segment areas.

[0119] In practical applications, road segment areas can be divided based on the direction of the road segment, combined with latitude and longitude. For example, when the road segment runs north-south (or nearly north-south), it is divided according to the y-coordinate (which can be regarded as longitude). Take equal y-coordinates (equal longitudes) at intervals Δy. Each interval Δy divides a road segment area. Each road segment area can be numbered, and the numbering increases with the number of road segments. For example, Area_i is the i-th road segment area.

[0120] Similarly, when the road segment runs east-west (or nearly east-west), it is divided according to the x-coordinate (which can be regarded as latitude). Take equal x-coordinate (equal latitude) intervals Δx. Each interval of Δx divides a road segment area. Each road segment area can be numbered, and the numbering increases with the number of road segments. For example, Area_i is the i-th road segment area.

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

[0122] For multiple historical driving data, they can be processed sequentially, executing steps S01-S04 of this embodiment.

[0123] Step S02: Discretize the historical driving data into multiple trajectory coordinates.

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

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

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

[0127] In practical use, each trajectory coordinate can be matched with each road segment area to determine the road segment area to which each trajectory coordinate belongs. Then, the trajectory coordinates belonging to the same road segment area are stored in the same set. Thus, the trajectory coordinate set corresponding to each road segment area can be obtained.

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

[0129] In practical applications, the average value of the damping gain corresponding to each trajectory coordinate in each trajectory coordinate set can be calculated separately, and this average value can be used as the damping gain corresponding to the road segment area.

[0130] The damping gain corresponding to the trajectory coordinates can be the damping gain used when the vehicle is at that trajectory coordinate during its driving process.

[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 taken as the first damping gain.

[0133] To facilitate understanding, an example is provided below, but this does not limit the scope of this solution:

[0134] Based on historical driving data, determine the road segment through which the vehicle has passed, and discretize the vehicle's trajectory on that road segment to obtain multiple trajectory coordinates (x1, y1), (x2, y2), ..., (xi, yi), ..., (xN, yN).

[0135] Divide the road segment into N road segment regions Area_1, Area_2, ..., Area_i, ..., Area_N;

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

[0137] Assuming that the trajectory coordinate set corresponding to the i-th road segment region contains a total of M trajectory coordinates, then the damping gain of the i-th road segment region is c_average = c_sum / M, where c_sum is the sum of the damping gains of the trajectory coordinate pairs contained in the trajectory coordinate set.

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

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

[0140] Match the driving speed in each driving data record with each preset speed range to determine the driving record set corresponding to each preset speed range;

[0141] Calculate the average damping coefficient corresponding to each driving data record in each driving record set, and generate the interval coefficient result corresponding to the area where the vehicle is located.

[0142] It should be noted that the interval coefficient results include the damping coefficients 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 can be the historical record of the vehicle driving in the area, which may include data such as the vehicle speed and the damping gain used by the vehicle.

[0144] In practical use, the usable speed of the vehicle can be divided into multiple intervals, thereby setting multiple preset speed intervals. Of course, the intervals can also be divided according to the speed used in the driving data records corresponding to the area where the vehicle is located. This embodiment does not limit this.

[0145] In practical applications, the driving speed in the driving data record can be matched with each preset speed range. The driving data with the corresponding driving speed in the preset speed range is used as the driving data record corresponding to that preset speed range. Then, the driving data records corresponding to the same preset speed range are stored in the same set.

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

[0147] To facilitate understanding, an example is provided below, but this does not limit the scope of this solution:

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

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

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

[0151] S4: 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: Exit the loop when j≥M, otherwise j=j+1;

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

[0154] The vehicle speed mentioned above refers to the vehicle's speed at a specific instant when it reaches a certain location. In a coordinate system, the X-axis and Y-axis can be used to represent the vehicle's position information, such as the X-axis representing longitude and the Y-axis representing latitude. The V-axis, which is perpendicular to both the X-axis and Y-axis, represents the vehicle's speed. In this coordinate system, the relevant data of the vehicle's position and speed are represented by curves. When the vehicle is located at the coordinate point (xi, yi), its speed is the value of the V-axis corresponding to that point, and its speed value is V_i.

[0155] In a specific implementation, since the interval coefficient results have already been constructed, the interval coefficient results corresponding to the interval where the vehicle is located can be found. Then, based on the vehicle speed, the corresponding second damping coefficient can be found within the interval coefficient results. 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] The vehicle speed is matched with each speed range to determine the target range;

[0157] Obtain the interval coefficient results corresponding to the area where the vehicle is located;

[0158] The results of the interval coefficients are checked to see if the damping gain corresponding to the target interval exists.

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

[0160] It should be noted that due to users' driving habits, it is impossible to use all speeds on the same road segment. Therefore, the damping gain corresponding to some preset speed segments in the interval coefficient results may be 0 or empty. This is because the corresponding records have not been obtained. In this case, it can be determined that there is no damping gain corresponding to this preset speed segment, that is, the second damping gain corresponding to the vehicle speed cannot be obtained from the interval coefficient results.

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

[0162] In practical use, in order to determine whether the damping gain corresponding to the target interval can be obtained based on the currently obtained interval coefficient results, we can first check whether there is a damping gain in the interval coefficient results. If there is, the damping gain corresponding to the target interval in the interval coefficient results is taken as the second damping gain.

[0163] In a specific implementation, to ensure that the second damping gain can still be obtained, after the step of detecting whether the damping gain corresponding to the target interval exists in the interval coefficient results described in this embodiment, the method further includes:

[0164] If it does not exist, then obtain the adjacent area of ​​the area where the vehicle is located;

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

[0166] It should be noted that, due to the possibility of not having corresponding samples for statistical calculation, the damping gain corresponding to some preset vehicle speed intervals in the interval coefficient results may be 0 or null. In this case, if there is no damping gain corresponding to the target interval in the interval coefficient results, that is, the damping gain corresponding to the target interval in the interval coefficient results may be 0 or null, in order to ensure that the second damping gain can still be obtained, the interval coefficient results of other road segments near the area where the vehicle is located can be referenced. Therefore, the adjacent areas of the area where the vehicle is located can be obtained. Then, the adjacent areas are used as the new area where the vehicle is located, and then the step of obtaining the interval coefficient results corresponding to the area where the vehicle is located is returned.

[0167] The adjacent area of ​​the vehicle's location can be a road segment that is directly adjacent to the vehicle's location, or that is located before or after the vehicle's location.

[0168] For example: Assuming the target interval for vehicle speed V is [V_i,V_i+1], and the area where the vehicle is located is Area_i, the interval coefficient results corresponding to the road segment area Area_i can be read from the cloud server. It is then checked whether the interval coefficient results contain a damping gain corresponding to [V_i,V_i+1]. If they do, 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 is obtained and used as the new area where the vehicle is located. The interval coefficient results corresponding to Area_i±1 are then obtained, and it is checked whether the interval coefficient results corresponding to the speed interval [V_i,V_i+1] exist within them. If they do, the second damping gain is output. If they still do not exist, the next adjacent area Area_i±2 is obtained, and so on, until the second damping gain is found.

[0169] This embodiment provides a vehicle control method. Since the damping gain corresponding to each road segment area is determined in advance based on historical driving data, it ensures 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 for understanding this application and do not constitute a limitation on the vehicle control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0171] This application also provides a vehicle control device, please refer to... Figure 3 The vehicle control device includes:

[0172] The matching module 10 is used to match the vehicle location data with the area of ​​each road segment to determine the area where the vehicle is located.

[0173] The determining module 20 is used 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] Memory module 30 is used to select records based on the vehicle's historical patterns to determine the memory damping coefficient;

[0175] Module 40 is used to construct a control damping coefficient based on 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 control damping coefficient.

[0177] The vehicle control device provided in this application, employing the vehicle control method described in the above embodiments, can solve the technical problem that vehicle vibration reduction methods in related technologies cannot meet the actual vibration reduction needs of users. Compared with the prior art, the beneficial effects of the vehicle control device provided in this application are the same as those of the vehicle control method provided in the above embodiments, and other technical features in the vehicle control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0178] This application provides a vehicle control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the vehicle control method in Embodiment 1 above.

[0179] The following is for reference. Figure 4The diagram illustrates a structural schematic suitable for implementing vehicle control devices according to embodiments of this application. Vehicle control devices in embodiments of this application may include, but are not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 4 The vehicle control device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of this application.

[0180] like Figure 4 As shown, the vehicle control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the vehicle control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the vehicle control equipment to communicate wirelessly or wiredly with other devices to exchange data. Although the figures show vehicle control equipment with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0181] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

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

[0183] It should be understood that the various parts disclosed in this application can be implemented using 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 suitable manner in one or more embodiments or examples.

[0184] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0185] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle control method in the above embodiments.

[0186] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. 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 conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0187] The aforementioned computer-readable storage medium may be included in the vehicle control equipment; or it may exist independently and not be installed in the vehicle control equipment.

[0188] The aforementioned computer-readable storage medium carries one or more programs that, when executed by a vehicle control device, cause the vehicle control device to: match vehicle positioning data with various road segment areas to determine the area where the vehicle is located; 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; determine a memory damping coefficient based on the vehicle's historical mode selection records, wherein the historical mode selection records include the recorded data of the suspension modes selected by the user in the most recent N times; construct a control damping coefficient based on the first damping gain, the second damping gain, and the memory damping coefficient; and control the electronically controlled shock absorbers in the vehicle based on the control damping coefficient.

[0189] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0190] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0191] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0192] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle control method, which can solve the technical problem that vehicle vibration reduction methods in related technologies 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 this application are the same as the beneficial effects of the vehicle control method provided in the above embodiments, and will not be repeated here.

[0193] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle control method described above.

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

[0195] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: The vehicle location data is matched with the area of ​​each road segment to determine the area where the vehicle is located. A first damping gain is determined based on the area where the vehicle is located, and a second damping gain is determined based on the vehicle speed and the area where the vehicle is located. The memory damping coefficient is determined based on the vehicle's historical mode selection records, which include the recorded data of the suspension modes selected by the user in the most recent N times. The control damping coefficient is constructed based on the first damping gain, the second damping gain, and the memory damping coefficient; The electronically controlled shock absorber in the vehicle is controlled based on the control damping coefficient. Before determining the first damping gain based on the area where the vehicle is located, and the second damping gain based on the vehicle speed and the area where the vehicle is located, the method further includes: Locate the driving data records corresponding to the area where the vehicle is located; Match the driving speed in each driving data record with each preset speed range to determine the driving record set corresponding to each preset speed range; Calculate the average damping coefficient corresponding to each driving data record in each driving record set, and generate the interval coefficient result corresponding to the area where the vehicle is located. 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: The vehicle speed is matched with each speed range to determine the target range; Obtain the interval coefficient results corresponding to the area where the vehicle is located; The results of the interval coefficients are checked to see if the damping gain corresponding to the target interval exists. If it exists, then find the damping gain corresponding to the target interval in the interval coefficient results to obtain the second damping gain.

2. The vehicle control method as described in claim 1, characterized in that, Before matching vehicle location data with various road segment areas to determine the vehicle's location, the process also includes: Acquire historical driving data of the vehicle and divide the road segments corresponding to the historical driving data into multiple road segment regions; The historical driving data is discretized into multiple trajectory coordinates; The trajectory coordinates are matched with each road segment area to determine the trajectory coordinate set corresponding to each road segment area. The trajectory coordinate set contains the trajectory coordinates belonging to that road segment area. Calculate the average value of the damping gain corresponding to each trajectory coordinate in each trajectory coordinate set, and generate the damping gain corresponding to each road segment 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 taken as the first damping gain.

3. The vehicle control method as described in claim 1, characterized in that, After the step of detecting whether the damping gain corresponding to the target interval exists in the interval coefficient results, the method further includes: If it does not exist, then obtain the adjacent areas of the area where the vehicle is located; The adjacent region is taken as the new region where the vehicle is located, and the step of obtaining the interval coefficient result corresponding to the region where the vehicle is located is returned.

4. The vehicle control method according to any one of claims 1-3, characterized in that, The process of determining the memory damping coefficient based on the vehicle's historical pattern selection record includes: The historical mode selection records are statistically analyzed to determine the number of triggers corresponding to each suspension mode; The suspension mode that is triggered most frequently is designated as the memory damping mode. The memory damping coefficient is determined based on the memory damping mode.

5. The vehicle control method as described in claim 4, characterized in that, Determining the memory damping coefficient based on the memory damping mode includes: Obtain the total number of triggers corresponding to the historical mode selection records; Calculate the ratio of the number of triggers corresponding to the memory damping mode to the total number of triggers, and generate the mode trigger ratio; A damping correction coefficient is generated based on 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 the memory damping coefficient.

6. The vehicle control method according to any one of claims 1-3, characterized in that, The process of determining the memory damping coefficient based on the vehicle's historical pattern selection record includes: Select recent selection records from the historical mode selection records. The recent selection records include records of the suspension modes selected by the user in the most recent M times, where M is less than N. Construct a selection record combination based on the recently selected records; Search the preset combination mode mapping table for the damping mode corresponding to the selected record combination; The damping coefficient corresponding to the damping mode is used as the memory damping coefficient.

7. A vehicle control device, characterized in that, The device includes: The matching module is used to match vehicle location data with various road segments and areas to determine the area where the vehicle is located. The determination module is used 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. The memory module is used to select and record the memory damping coefficient based on the vehicle's historical patterns; The construction module is used to construct the control damping coefficient based on 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 control damping coefficient; The construction module is also used to find the driving data records corresponding to the area where the vehicle is located; match the driving speed in each driving data record with each preset speed range to determine the driving record set corresponding to each preset speed range; calculate the average damping coefficient corresponding to the driving data records in each driving record set to generate the interval coefficient result corresponding to the area where the vehicle is located, and the interval coefficient result includes the damping coefficient corresponding to each preset speed range. The construction module is further configured to match the vehicle speed with each speed range to determine the target range; obtain the range coefficient result corresponding to the area where the vehicle is located; detect whether there is a damping gain corresponding to the target range in the range coefficient result; if there is, search for the damping gain corresponding to the target range in the range coefficient result to obtain the second damping gain.

8. A vehicle control device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle control method as described in any one of claims 1 to 6.

9. 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, it implements the steps of the vehicle control method as described in any one of claims 1 to 6.

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