Damping adjusting method and device of shock absorber and electronic equipment

Abstract

The invention relates to the technical field of automobiles, and provides a damping adjusting method and device of a shock absorber and electronic equipment. The method comprises the following steps: acquiring a road surface image of a road section in front of a road on which a vehicle runs, wherein the road surface image comprises road surface information and obstacle information of obstacles on the road surface; when it is detected that the vehicle passes through an obstacle corresponding to the obstacle information in the future time, a current adjustment coefficient corresponding to a shock absorber is determined based on the obstacle information and the road surface information; and before the vehicle passes through the obstacle, a target current value of the shock absorber is determined based on the current adjustment coefficient and a preset current reference value of the current corresponding to the shock absorber, and damping of the shock absorber is adjusted based on the target current value. The damping force can be predicted and adjusted in advance, the situation that passengers feel uncomfortable due to sudden bumping can be effectively avoided, and the driving comfort of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a damping adjustment method, device and electronic equipment for a shock absorber. Background Art

[0002] With the continuous development of my country's automobile industry, basic vehicles have generally covered electronically controlled shock absorbers, which can improve vehicle handling performance and ride comfort by adjusting the damping force. However, for the damping adjustment part of the electronically controlled shock absorber, due to the high speed during driving, the shock absorber usually intervenes in the damping adjustment after the user has already felt uncomfortable driving and riding, resulting in poor vehicle stability and low ride comfort. Summary of the invention

[0003] In view of this, the embodiments of the present application provide a damping adjustment method, device and electronic device for a shock absorber to solve the problem in the prior art that the damping adjustment of the shock absorber is delayed, resulting in poor vehicle stability.

[0004] According to a first aspect of an embodiment of the present application, a damping adjustment method for a shock absorber is provided, comprising:

[0005] Acquire a road surface image of a road section ahead of the road on which the vehicle is traveling, wherein the road surface image includes road surface information and obstacle information of obstacles on the road surface;

[0006] When it is detected that the vehicle passes an obstacle corresponding to the obstacle information at a future time, determining a current adjustment coefficient corresponding to the shock absorber based on the obstacle and the road surface information;

[0007] Before the vehicle passes the obstacle, a target current value of the shock absorber is determined based on the current adjustment coefficient and a preset current reference value of the current corresponding to the shock absorber, and the damping of the shock absorber is adjusted based on the target current value.

[0008] According to a second aspect of the embodiments of the present application, a damping adjustment device for a shock absorber is provided, comprising:

[0009] An acquisition module, used to acquire a road surface image of a road section ahead of the road on which the vehicle is traveling, wherein the road surface image includes road surface information and obstacle information of obstacles on the road surface;

[0010] a determination module, configured to determine a current adjustment coefficient corresponding to the shock absorber based on the obstacle information and the road surface information when it is detected that the vehicle passes by an obstacle corresponding to the obstacle information at a future time;

[0011] The regulating module is used to determine a target current value of the shock absorber based on a current regulating coefficient and a preset current reference value of the current corresponding to the shock absorber before the vehicle passes through an obstacle, and to regulate the damping of the shock absorber based on the target current value.

[0012] According to a third aspect of an embodiment of the present application, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above method when executing the computer program.

[0013] According to a fourth aspect of an embodiment of the present application, a readable storage medium is provided, which stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0014] Compared with the prior art, the embodiments of the present application have the following beneficial effects: by acquiring a road surface image of a road section ahead of the vehicle, road surface information and obstacle information of obstacles on the road surface can be acquired through the road surface image; when it is detected that the vehicle will pass an obstacle corresponding to the obstacle information at a future time, a current adjustment coefficient corresponding to the shock absorber is determined based on the obstacle information and the road surface information, a target current value of the shock absorber is determined based on the current adjustment coefficient and a preset current reference value of the current corresponding to the shock absorber, the target current value is sent to the electronically controlled shock absorber, the damping force of the shock absorber is adjusted, and the damping force of the shock absorber is adjusted in advance before the vehicle passes the obstacle, that is, when the vehicle has not passed the obstacle, so that the damping strength of the shock absorber is adjusted in advance to match the road section ahead, thereby enabling the vehicle to travel smoothly and avoiding the user from feeling uncomfortable when encountering bumps, thereby solving the problem of the damping adjustment lag of the shock absorber in the prior art, resulting in a poor riding experience, and improving the driving comfort of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0016] Figure 1 It is a schematic flow chart of a damping adjustment method of a shock absorber provided in an embodiment of the present application;

[0017] Figure 2 It is a flow chart of another damping adjustment method of a shock absorber according to an embodiment of the present application;

[0018] Figure 3 is a schematic diagram of a scenario of whether a vehicle in an embodiment of the present application will pass through an obstacle at a future time;

[0019] Figure 4 is a structural schematic diagram of a damping adjustment device of a shock absorber provided in an embodiment of the present application;

[0020] Figure 5It is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0021] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0022] In the related technology, the electronically controlled shock absorber can detect the vehicle's driving status, such as vehicle speed, steering angle, body inclination and other information through sensors, and transmit this information to the Electronic Control Unit (ECU). The ECU calculates the optimal suspension settings based on the above data and adjusts the damping force of the shock absorber.

[0023] It can be seen that the electronically controlled shock absorbers in the related technology rely on sensors to detect the current state of the vehicle. When the vehicle encounters bumps or sharp turns, the sensors detect the changes and the ECU begins to adjust the damping force. There is a certain delay, which causes the shock absorber to start adjusting only after the user feels uncomfortable.

[0024] In view of the above scenario, the present application provides a damping adjustment method for a shock absorber, which obtains the road surface image of the road section ahead of the vehicle through a camera installed on the vehicle, and the vehicle can obtain detailed information of the road section ahead in advance, providing raw data for subsequent image processing and obstacle detection, and can obtain road surface information and obstacle information of obstacles on the road surface through the road surface image, analyze and judge the road surface image, determine whether there are obstacles ahead and evaluate whether the vehicle will pass these obstacles in the future. Based on the obstacle information and road surface information, the current adjustment coefficient corresponding to the shock absorber is determined, and the target current value of the shock absorber is determined according to the current adjustment coefficient and the preset current reference value of the current corresponding to the shock absorber, and the target current value is sent to the electronically controlled shock absorber to adjust the damping force of the shock absorber. Before the vehicle passes the obstacle, the damping force of the shock absorber is adjusted in advance, which ensures the stability of the vehicle's driving, avoids the user from feeling uncomfortable when encountering bumps, solves the problem of the damping adjustment lag of the shock absorber in the prior art, which leads to a poor riding experience, and improves the driving comfort of the vehicle.

[0025] A damping adjustment method and device for a shock absorber according to an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0026] Figure 1 1 is a flow chart of a damping adjustment method for a shock absorber provided in an embodiment of the present application. Figure 1As shown, the damping adjustment method of the shock absorber includes:

[0027] Step 101 : acquiring a road surface image of a road section ahead of a road on which a vehicle is traveling, wherein the road surface image includes road surface information and obstacle information of obstacles on the road surface.

[0028] In some embodiments, a binocular camera or a single camera installed at the front of the vehicle can be used to collect road images of the road ahead of the vehicle in real time.

[0029] The road surface image includes obstacles and road surfaces, and the obstacle information may include obstacle type, size, location, etc. Obstacle types may include road surface joints, drains, manhole covers, iron plates, small pits, raised speed bumps, large pits, raised speed bumps, continuous speed bumps, etc.

[0030] The road surface information may include road surface type, and the road surface type may include paved road (asphalt road / cement road), grass, land, mud, sand, ice and snow terrain, wading road, etc.

[0031] The road section ahead may be an image of a road surface within a preset range ahead of the road on which the vehicle is traveling, for example, an image of a road surface within 30 meters or 50 meters ahead of the road on which the vehicle is traveling.

[0032] By acquiring the road surface image of the road section ahead on which the vehicle is traveling, the road section condition of the road section ahead that has not been traveled can be determined through the road surface image, thereby achieving the early acquisition of the road condition ahead.

[0033] Step 102 : when it is detected that the vehicle passes by an obstacle corresponding to the obstacle information at a future time, a current adjustment coefficient corresponding to the shock absorber is determined based on the obstacle information and the road surface information.

[0034] The current regulation coefficient is used to regulate the current of the shock absorber, and the current regulation coefficient is greater than or equal to 1.

[0035] It is possible to detect whether the vehicle will pass through an obstacle corresponding to the obstacle information at a future time. When it is detected whether the vehicle will pass through an obstacle corresponding to the obstacle information at a future time, a current adjustment coefficient for adjusting the current of the shock absorber can be determined based on the obstacle information and the road surface information, so as to change the damping value of the shock absorber by changing the current.

[0036] In addition, the current regulation coefficient is related to obstacle information and road surface information. The greater the vibration caused to the vehicle by the obstacle corresponding to the obstacle information, and the greater the resistance of the road surface corresponding to the road surface information to the vehicle, the larger the corresponding current regulation coefficient, so that the current regulation coefficient matches the road surface conditions.

[0037] By determining the current adjustment coefficient corresponding to the shock absorber based on obstacle information and road surface information, it is possible to adjust the shock absorber current through the current adjustment coefficient when passing an obstacle, so that the damping corresponding to the adjusted current can be more adapted to the road conditions of the road ahead.

[0038] Step 103 : before the vehicle passes the obstacle, determine the target current value of the shock absorber based on the current adjustment coefficient and the preset current reference value of the current corresponding to the shock absorber, and adjust the damping of the shock absorber based on the target current value.

[0039] The preset current reference value is the basic current value of the shock absorber under normal driving conditions. The preset current reference value is determined according to the design parameters of the shock absorber and the default settings of the vehicle, so that the shock absorber can maintain a stable damping force when there is no adjustment requirement, thereby improving driving stability. Specifically, the preset current reference value of the current corresponding to the shock absorber can be 1A, 1.2A, etc., which is not specifically limited here.

[0040] In some embodiments, the time before the vehicle passes the obstacle can be: a preset time before the vehicle reaches the obstacle, or a preset distance between the vehicle and the obstacle, such as 1 second before the vehicle reaches the obstacle, or the vehicle is 10 meters away from the obstacle.

[0041] When it is detected that the vehicle passes an obstacle corresponding to the obstacle information at a future time, before the vehicle passes the obstacle, the target current value of the shock absorber is determined based on the current adjustment coefficient and the preset current reference value of the current corresponding to the shock absorber, so that the target current value can match the road condition.

[0042] In addition, the target current value is sent to the shock absorber, which adjusts the damping force of the shock absorber based on the target current value, so that the adjusted damping force can adapt to the road conditions, thereby increasing the stability of the vehicle when driving on the road and passing obstacles.

[0043] In this way, by adjusting the damping force of the shock absorber in advance, the vehicle can pass through obstacles more smoothly, avoiding users from feeling uncomfortable when encountering bumps. It also realizes dynamic adjustment of the target current value according to the actual driving conditions of the vehicle and the road conditions ahead, ensuring that the shock absorber is always in the best working state. It not only considers the impact of obstacles, but also the overall quality of the road surface, ensuring that the shock absorber can provide the best shock absorption effect under various road conditions.

[0044] In some embodiments, the road surface image can be captured by a binocular camera. The binocular camera includes a left camera and a right camera. When the road surface image is captured by the binocular camera, the road surface image can include a first road surface image captured by the left camera and a second road surface image captured by the right camera. Feature matching can be performed on the first road surface image and the second road surface image, and a corresponding disparity map is generated based on the result of the feature matching. A depth map is obtained according to the disparity map and the baseline distance and focal length of the binocular camera. Each pixel value in the depth map represents the depth corresponding to the pixel. Obstacle recognition and segmentation are performed on the depth map to obtain obstacle information of obstacles on the road surface. Road surface recognition and segmentation are performed on the depth map to obtain road surface information.

[0045] Through the binocular camera, the vehicle can obtain detailed information about the road ahead in advance, including the type of road surface and the location, size, and type of obstacles, providing raw data for subsequent image processing and obstacle detection, identifying the road conditions and obstacles ahead in advance, and providing a basis for subsequent damping adjustment.

[0046] In some embodiments, when determining the current adjustment coefficient corresponding to the shock absorber based on obstacle information and road surface information, the current adjustment coefficient corresponding to the shock absorber can be determined based on the obstacle information, road surface information, and the correspondence between pre-set obstacle information, preset road surface information and the current adjustment coefficient.

[0047] The corresponding relationship between the preset obstacle information, the preset road surface information and the current adjustment coefficient can be obtained through multiple experiments.

[0048] In this way, through the preset corresponding relationship, the current adjustment coefficient corresponding to the obstacle information and the road surface information is queried, so that the obstacle information and the road surface information of the obstacle passed by are comprehensively considered when adjusting the current of the shock absorber, thereby ensuring the accuracy of the current adjustment.

[0049] In some embodiments, the current adjustment coefficient includes a first current adjustment coefficient obtained based on obstacle information and a second current adjustment coefficient obtained based on road surface information;

[0050] The current adjustment coefficient corresponding to the shock absorber is determined based on the obstacle information and the road surface information, including:

[0051] Determine a first target level corresponding to the obstacle based on the obstacle information, and determine a first current adjustment coefficient based on a correspondence between the first target level and a preset obstacle level and the current adjustment coefficient;

[0052] A second target level corresponding to the road surface in the road section ahead is determined based on the road surface information, and the second current adjustment coefficient is determined based on the corresponding relationship between the second target level and a preset road surface level and the current adjustment coefficient.

[0053] Among them, the first current adjustment coefficient matches the obstacle information. The greater the vibration degree caused to the vehicle by the obstacle corresponding to the obstacle information, the greater the first current adjustment coefficient, that is, the higher the vibration degree corresponding to the obstacle, the greater the first current adjustment coefficient.

[0054] The first current adjustment coefficient is greater than or equal to 1.

[0055] For example, the larger the obstacle, the greater the vibration it causes to the vehicle, and a higher damping force may be required to absorb the impact, so a higher current adjustment coefficient is required. In view of the excitation effect of the obstacle size on the vehicle's passing, the current is adjusted in advance to adjust the damping force of the shock absorber in advance to ensure that the impact can be effectively absorbed when passing the obstacle. Obstacles with different vibration levels correspond to different current adjustment coefficients to achieve refined damping adjustment.

[0056] The obstacle information may include the size of the obstacle. Different sizes of obstacles will have different incentive effects on the passing of vehicles. The level of the obstacle corresponding to the obstacle information can be evaluated based on the obstacle information to determine the first target level corresponding to the obstacle. The obstacle level can reflect the size of the obstacle and the incentive effect of the obstacle on the passing of vehicles, which can provide a basis for the subsequent determination of the current regulation coefficient.

[0057] In some examples, the correspondence between the preset obstacle levels and the current adjustment coefficients may be shown in the following table:

[0058] Table 1 Correspondence between obstacle level and current regulation coefficient

[0059]

[0060] Based on the correspondence between the first target level and the preset obstacle level and the current adjustment coefficient, the current adjustment coefficient corresponding to the first target level, that is, the first current adjustment coefficient, can be determined. For example, if the first target level of the obstacle is level two, the first current adjustment coefficient can be determined to be 1.08. In the table, "×1, ×1.15 act alternately on the two wheels on the front axle and the two wheels on the rear axle" specifically means that when a level five obstacle is identified, the electronically controlled shock absorber will alternately apply normal current (×1) and a current 15% higher than normal (×1.15) to the two wheels on the front axle and the two wheels on the rear axle, respectively. The alternating time is related to the distance between consecutive speed bumps and the speed of the vehicle.

[0061] By determining the first target level corresponding to the obstacle and the correspondence between the preset obstacle level and the current adjustment coefficient, the first current adjustment coefficient corresponding to the obstacle information is determined, thereby achieving a detailed division of the current adjustment coefficient so that the first current adjustment coefficient can match the obstacle, avoiding the problem of the current adjustment coefficient being too large or too small for the obstacle, and improving the accuracy of the first current adjustment coefficient.

[0062] In addition, in some embodiments, as an example, the first current adjustment coefficient corresponding to the obstacle information of the obstacle can also be directly determined based on the correspondence between the preset obstacle information and the current adjustment coefficient. For example, a correspondence between a plastic bottle and a current adjustment coefficient of 1.08 is pre-established, and when the obstacle information of the road ahead is a plastic bottle, the first current adjustment coefficient can be determined to be 1.08.

[0063] In addition, the second current adjustment coefficient matches the road surface corresponding to the road surface information. The greater the resistance of the road surface corresponding to the road surface information to the vehicle, the greater the second current adjustment coefficient, except for special roads with low adhesion such as ice and snow terrain and wading roads. Ice and snow terrain and wading roads need to increase the damping force to enhance the grip of the tires. Therefore, this type of special road surface is defined as a road surface that requires a larger damping force; that is, except for ice and snow terrain and wading roads with adhesion lower than the preset adhesion, the greater the adhesion corresponding to the road surface, the greater the second current adjustment coefficient, and the second current adjustment coefficient corresponding to the road surface with adhesion lower than the preset adhesion such as ice and snow terrain and wading roads is greater than the second current adjustment coefficient corresponding to other roads. Among them, the preset adhesion can be 0.3 or 0.4, which is not specifically limited here. The second current adjustment coefficient is greater than or equal to 1.

[0064] For example, a road surface with high flatness, small cracks, and little wear has less resistance to the vehicle, and requires less damping force; the more uneven the road surface is, the higher the damping force is required to maintain the stability of the vehicle, so the corresponding current adjustment coefficient is higher. The damping force of the shock absorber is adjusted through the second current adjustment coefficient to adapt to different road conditions and improve the stability of vehicle driving.

[0065] The road surface corresponding to the road surface information can be graded based on the road surface information to determine a second target grade corresponding to the road surface. Specifically, the road surface grade can reflect the flatness of the road surface and the resistance of the road surface to the vehicle, and can provide a basis for the subsequent determination of the current regulation coefficient.

[0066] In some examples, the correspondence between the preset road surface grade and the current adjustment coefficient may be shown in the following table:

[0067] Table 2 Correspondence between road surface grade and current adjustment coefficient

[0068] Road surface grade A-level Class B C-Class D-Class Current Regulation Factor ×1 ×1.05 ×1.08 ×1.15

[0069] According to the determined second target grade of the road surface, the corresponding current adjustment coefficient is searched, and the determined current adjustment coefficient is used as the second current adjustment coefficient for subsequent current adjustment. For example, if the road surface grade is grade B, the second current adjustment coefficient can be determined to be 1.05.

[0070] By determining the second target level corresponding to the road surface in the road section ahead, and determining the second current adjustment coefficient corresponding to the road surface information based on the corresponding relationship between the road surface level and the current adjustment coefficient, different current adjustment coefficients are achieved for different road surface levels, so that the second current adjustment coefficient matches the road surface, avoiding the problem of the current adjustment coefficient being too large or too small for the road surface to be driven on, improving the accuracy of the second current adjustment coefficient, and thus achieving refined damping adjustment.

[0071] In addition, in some embodiments, as an example, the second current adjustment coefficient corresponding to the road surface information can also be directly determined based on the correspondence between the preset road surface information and the current adjustment coefficient. For example, a correspondence between a mountain road and a current adjustment coefficient of 1.1 is pre-established, and when the road surface information of the road ahead is a mountain road, the second current adjustment coefficient can be determined to be 1.1.

[0072] In this way, by respectively determining the first current regulation coefficient corresponding to the obstacle information and the second current regulation coefficient corresponding to the road surface information, a fine division of the current regulation coefficient is achieved, thereby ensuring the accuracy and reliability of the current regulation coefficient.

[0073] In some embodiments, determining a first target level corresponding to an obstacle based on obstacle information includes:

[0074] The category of the obstacle corresponding to the obstacle information is determined based on the obstacle information, and the first target level corresponding to the obstacle is determined based on the category of the obstacle and a correspondence relationship between a preset obstacle category and an obstacle level.

[0075] Among them, the size of the obstacle will have an incentive effect on the vehicle's driving. When the camera recognizes an obstacle in front, the feature information of the obstacle can be compared with the resource library to complete the level classification output of the identified obstacle. In this process, the obstacle information can be feature extracted to extract the characteristics of the obstacle, including size, shape, position, etc., to obtain the obstacle characteristics of the obstacle corresponding to the obstacle information, and then compare it with the preset obstacle characteristics in the resource library to determine the category of the obstacle, providing a basis for subsequent level classification and current adjustment.

[0076] Of course, the obstacle image may also be directly compared with a preset obstacle image, and the category of the obstacle corresponding to the obstacle image may be determined based on the relationship between the preset obstacle image and the obstacle category.

[0077] Among them, in the correspondence between the preset obstacle category and the obstacle level, and the correspondence between the obstacle level and the current adjustment coefficient, it can be that the higher the degree of vibration caused to the vehicle by the obstacle of the preset obstacle category, the higher the obstacle level, the larger the current adjustment coefficient, and the current adjustment coefficient is greater than or equal to 1.

[0078] In addition, the correspondence between the preset obstacle categories and obstacle levels can be shown in the following table:

[0079] Table 3 Correspondence between preset obstacle categories and obstacle levels

[0080]

[0081]

[0082] In some examples, the category of the obstacle can be determined by calculating the similarity between the obstacle feature and the preset obstacle feature, thereby determining the first target level of the obstacle. For example, by calculating that the similarity between the obstacle feature and the manhole cover feature in the preset obstacle feature is 99%, and 99% is the highest value among the similarities, it can be determined that the first target level of the obstacle is level 2.

[0083] By distinguishing the categories of obstacles and determining the first target level of obstacles based on the correspondence between preset obstacle categories and obstacle levels, one obstacle level may correspond to obstacles of different obstacle categories with the same vibration degree, and obstacles with different obstacle information may correspond to one obstacle category, thereby realizing a hierarchical determination process of obstacle target levels, improving calculation efficiency, and ensuring the accuracy of the determined obstacle levels.

[0084] In some embodiments, determining a second target level corresponding to a road surface in a forward road segment based on road surface information includes:

[0085] The type of the road surface in the road section ahead is determined based on the road surface information, and the second target grade of the road surface is determined based on the type of the road surface and a correspondence between a preset road surface type and a road surface grade.

[0086] In some embodiments, the road surface category can be classified according to the road surface roughness and adhesion. Among them, the road surface information can be feature extracted to extract the road surface features, including flatness, cracks, wear, etc., and the extracted features can be quantified into specific values ​​to obtain the road surface features of the road in the road section ahead, and then compared with the preset road surface features in the resource library to determine the category of the road surface, providing a basis for subsequent grading and current regulation.

[0087] Of course, the road surface image may also be directly compared with a preset road surface image, and the category of the road surface corresponding to the road surface image may be determined based on the relationship between the preset road surface image and the road surface category.

[0088] In addition, the road surface grade is defined by the roughness parameters of typical characteristic roads. The higher the road surface roughness, the stronger the road surface excitation to the vehicle, so the road surface grade is higher; in particular, for special roads with low adhesion such as ice, snow, and wading roads, it is necessary to increase the damping force to enhance the tire grip, so this type of special road surface is defined as the highest grade. Based on this, the correspondence between the preset road surface category and the road surface grade, and the correspondence between the road surface grade and the current adjustment coefficient, can be that the higher the adhesion corresponding to the preset road surface category, the higher the road surface grade, and the larger the current adjustment coefficient, except for special roads with less adhesion than the preset adhesion such as ice, snow, and wading roads. The road surface grade corresponding to special roads with less adhesion than the preset adhesion such as ice, snow, and wading roads is the highest, the current adjustment coefficient is the largest, and the current adjustment coefficient is greater than or equal to 1.

[0089] The corresponding relationship between the preset road surface categories and road surface grades can be shown in the following table:

[0090] Table 4 Correspondence between preset road surface categories and road surface grades

[0091]

[0092] In some examples, the extracted road surface features may be compared with preset road surface features, and the similarities between the road surface features and the preset road surface features corresponding to each road surface grade may be calculated. Based on each similarity, the road surface category may be determined, thereby determining a second target grade of the road surface.

[0093] By distinguishing the categories of road surfaces and determining the second target grade of the road surface in the road section ahead based on the correspondence between preset road surface categories and road surface grades, one road surface grade may correspond to different categories of road surfaces with the same range of adhesion and roughness, and different road surface information may correspond to one road surface category, thereby realizing a hierarchical determination process of the road surface target grade, improving calculation efficiency, and ensuring the accuracy of the determined road surface grade.

[0094] In some embodiments, the current adjustment coefficient includes a first current adjustment coefficient obtained based on obstacle information and a second current adjustment coefficient obtained based on road surface information;

[0095] Determining a target current value of the shock absorber based on the current adjustment coefficient and a preset current reference value of the current corresponding to the shock absorber includes:

[0096] Determining a target confidence level of a first current regulation coefficient and a target confidence level of a second current regulation coefficient;

[0097] When the target confidence of the first current adjustment coefficient and the target confidence of the second current adjustment coefficient are both greater than or equal to the preset confidence, adjusting the preset current reference value of the current corresponding to the shock absorber based on the first current adjustment coefficient and the second current adjustment coefficient to obtain a target current value;

[0098] When the target confidence of the first current adjustment coefficient is greater than or equal to the preset confidence and the target confidence of the second current adjustment coefficient is less than the preset confidence, adjusting the preset current reference value of the current corresponding to the shock absorber based on the first current adjustment coefficient to obtain a target current value;

[0099] When the target confidence of the second current adjustment coefficient is greater than or equal to the preset confidence and the target confidence of the first current adjustment coefficient is less than the preset confidence, adjusting the preset current reference value of the current corresponding to the shock absorber based on the second current adjustment coefficient to obtain the target current value;

[0100] When the target confidence level of the first current adjustment coefficient and the target confidence level of the second current adjustment coefficient are both smaller than the preset confidence level, the preset current reference value is determined as the target current value.

[0101] The target confidence is a measure of the reliability or accuracy of the two current adjustment coefficients, and is used to indicate how much the vehicle trusts a certain current adjustment coefficient. The target confidence of the first current adjustment coefficient can be determined based on obstacle information, and the target confidence of the second current adjustment coefficient can be determined based on road surface information.

[0102] As some examples, when the preset current reference value of the current corresponding to the shock absorber is adjusted based on the first current adjustment coefficient and the second current adjustment coefficient to obtain the target current value, the product of the preset current reference value, the first current adjustment coefficient and the second current adjustment coefficient can be calculated, and the product of the three can be determined as the target current value; or the average value of the first current adjustment coefficient and the second current adjustment coefficient can be calculated, and then the product of the preset current reference value and the average value can be determined as the target current value.

[0103] As some examples, when the preset current reference value of the current corresponding to the shock absorber is adjusted based on the first current adjustment coefficient and the target current value is obtained, the product of the first current adjustment coefficient and the preset current reference value can be calculated, and the product can be determined as the target current value; or, the sum of the squares of the first current adjustment coefficient and the preset current reference value can be calculated, and the square root of the sum of the squares can be determined as the target current value.

[0104] As some examples, when the preset current reference value of the current corresponding to the shock absorber is adjusted based on the second current adjustment coefficient and the target current value is obtained, the product of the second current adjustment coefficient and the preset current reference value can be calculated, and the product can be determined as the target current value; or, the sum of the squares of the second current adjustment coefficient and the preset current reference value can be calculated, and the square root of the sum of the squares can be determined as the target current value.

[0105] For example, in some examples, the above-mentioned preset confidence can be 90%, and the preset current reference value of the current corresponding to the shock absorber can be 1A. If the target confidence of the first current adjustment coefficient is 99% and the target confidence of the second current adjustment coefficient is 98%, at this time, the target confidence of the first current adjustment coefficient and the target confidence of the second current adjustment coefficient are both greater than the preset confidence, and the first current adjustment coefficient, the second current adjustment coefficient, and the preset current reference value can be multiplied to obtain the target current value. If the target confidence of the first current adjustment coefficient is 99% and the target confidence of the second current adjustment coefficient is 88%, at this time, the target confidence of the first current adjustment coefficient is greater than the preset confidence, and the target confidence of the second current adjustment coefficient is less than the preset confidence, the first current adjustment coefficient and the preset current reference value can be multiplied to obtain the target current value. If the target confidence of the first current adjustment coefficient is 89% and the target confidence of the second current adjustment coefficient is 98%, at this time, the target confidence of the second current adjustment coefficient is greater than the preset confidence, and the target confidence of the first current adjustment coefficient is less than the preset confidence, the second current adjustment coefficient and the preset current reference value can be multiplied to obtain the target current value. If the target confidence of the first current regulation coefficient is 89% and the target confidence of the second current regulation coefficient is 88%, at this time the target confidence of the first current regulation coefficient and the target confidence of the second current regulation coefficient are both less than the preset confidence, the preset current reference value of the current can be determined as the target current value.

[0106] In addition, the maximum value of the target current may be set, for example, the maximum value of the target current may be 2A, so that after the preset current reference value of the shock absorber is weightedly calculated by the current adjustment coefficient, the maximum current does not exceed 2A.

[0107] In this way, in the case of high confidence of both the first current regulation coefficient and the second current regulation coefficient, the influence of obstacles and road surface is comprehensively considered to make fine adjustments to the current. In the case of high confidence of either the first current regulation coefficient or the second current regulation coefficient, adjustments are made considering factors with higher confidence to ensure the accuracy of current regulation. In the case of low confidence, the basic value of the current is kept unchanged to avoid misadjustment due to low confidence.

[0108] In addition, in some embodiments, when determining the target current value of the shock absorber based on the current adjustment coefficient, the first current adjustment coefficient and the second current adjustment coefficient may be weighted and summed based on the target confidence of the first current adjustment coefficient and the target confidence of the second current adjustment coefficient, and the product of the preset current reference value of the current corresponding to the shock absorber and the average value of the weighted sum value is calculated, and the product is determined as the target current value. That is, the product of the first current adjustment coefficient and the target confidence of the first current adjustment coefficient is calculated, and the product of the second current adjustment coefficient and the target confidence of the second current adjustment coefficient is calculated, and then the average value of the two products is calculated, and the product of the average value and the preset current reference value of the current corresponding to the shock absorber is calculated as the target current value; the confidence of the current adjustment coefficient is taken into account when determining the target current value, and the reliability of the current adjustment coefficient is guaranteed.

[0109] In addition, in some examples, when determining the target current value of the shock absorber based on the current adjustment coefficient and the preset current reference value of the current corresponding to the shock absorber, the confidence level can be ignored and the product of the first current adjustment coefficient, the second current adjustment coefficient and the preset current reference value can be directly determined as the target current value to achieve rapid adjustment of the shock absorber damping.

[0110] In some embodiments, determining a target confidence level of the first current adjustment coefficient and a target confidence level of the second current adjustment coefficient includes:

[0111] Determine current environmental information;

[0112] Determine a target reduction value corresponding to the current environmental information based on the current environmental information and the preset correspondence between different environmental information and the reduction value of the confidence level;

[0113] Correcting a current confidence level of the first current regulation coefficient by using the target reduction value to obtain a target confidence level of the first current regulation coefficient, and correcting a current confidence level of the second current regulation coefficient by using the target reduction value to obtain a target confidence level of the second current regulation coefficient;

[0114] The current confidence level of the first current adjustment coefficient is related to the recognition accuracy of the obstacle information, and the current confidence level of the second current adjustment coefficient is related to the recognition accuracy of the road surface information.

[0115] In some examples, the environmental information may be lighting information that has an impact on vehicle driving, for example, the environmental information may include a sunny day with normal light, a sunny day with the vehicle driving against the light, a rainy day, after rain with reflective road surface, night with street lights, night without street lights, etc.

[0116] The light intensity of the current environment can be obtained through a light sensor installed on the vehicle, and the current environmental information can be determined based on the light intensity of the current environment.

[0117] The corresponding relationship between different preset environmental information and the reduced confidence value can be shown in the following table:

[0118] Table 5 Correspondence between different preset environmental information and confidence reduction values

[0119]

[0120] Based on the current environmental information and the correspondence between different pre-set environmental information and confidence reduction values, the current environmental information is mapped to a confidence reduction value, which reflects the expected decrease in the confidence of the current regulation coefficient under a specific driving environment, thereby determining the target reduction value corresponding to the current environmental information. For example, in a driving environment without street lights at night, the recognition accuracy of obstacle information and road surface information will decrease, so a higher confidence reduction value is set.

[0121] In addition, the current confidence of the first current adjustment coefficient is related to the recognition accuracy of the obstacle information. Determining the current confidence of the first current adjustment coefficient may include: determining the current confidence of the first target level according to the obstacle characteristics and the preset obstacle characteristics corresponding to each pre-stored obstacle level, and determining the current confidence of the first target level as the current confidence of the first current adjustment coefficient; or determining the distance between the obstacle and the vehicle according to the obstacle information, and determining the current confidence of the first current adjustment coefficient according to the distance between the obstacle and the vehicle and the correspondence between the preset obstacle distance and the recognition accuracy. In some examples, the current confidence of the first current adjustment coefficient is the recognition accuracy corresponding to the distance between the obstacle and the vehicle.

[0122] The corresponding relationship between the preset obstacle distance and the recognition accuracy can be shown in the following table:

[0123] Table 6 Correspondence between preset obstacle distance and recognition accuracy

[0124] Obstacle distance 0～20m 20～50m 50～100m 100～150m >150m Recognition accuracy 95％ 93％ 90％ 85％ 0

[0125] In this way, for the identification of obstacles, it is necessary to ensure the timeliness and accuracy of information transmission. Therefore, specific requirements are made for the identification distance and identification accuracy of the obstacles so that the transmitted data can be updated in real time. The closer the identification distance, the higher the identification accuracy should be, and sufficient time should be reserved to transmit the information to the shock absorber system, so that the system can determine the target current value.

[0126] The current confidence of the adjustment coefficient of the second current is related to the recognition accuracy of the road surface information. When determining the current confidence of the second current adjustment coefficient, it can include: determining the current confidence of the second target level according to the road surface characteristics and the preset road surface characteristics corresponding to each pre-stored road surface level, and determining the current confidence of the second target level as the current confidence of the second current adjustment coefficient; or, determining the distance of the identified road surface according to the road surface information, and determining the current confidence of the second current adjustment coefficient according to the distance of the identified road surface and the correspondence between the preset road surface recognition distance and the recognition accuracy. In some examples, the current confidence of the second current adjustment coefficient is the recognition accuracy corresponding to the distance of the identified road surface.

[0127] The corresponding relationship between the preset road surface recognition distance and the recognition accuracy can be shown in the following table:

[0128] Table 7 Correspondence between road surface recognition distance and recognition accuracy

[0129] Road distance 0～50m 50～100m 100～200m >200m Recognition accuracy 98％ 95％ 90％ 0

[0130] For example, in some examples, if the target reduction value corresponding to the current driving environment is determined to be -4%, the current confidence of the first current regulation coefficient is 99%, and the current confidence of the second current regulation coefficient is 98%, the target reduction value is used to correct the current confidence of the first current regulation coefficient, and the target confidence of the first current regulation coefficient is 95%, and the target reduction value is used to correct the current confidence of the second current regulation coefficient, and the target confidence of the second current regulation coefficient is 94%.

[0131] In addition, in other examples, when determining the target confidence of the first current adjustment coefficient and the target confidence of the second current adjustment coefficient, the current confidence of the first current adjustment coefficient and the current confidence of the second current adjustment coefficient may be directly determined as the corresponding target confidences, respectively.

[0132] The current confidence of the first current regulation coefficient and the second current regulation coefficient is corrected by the current driving environment of the vehicle, taking into account the impact of the driving environment on the confidence, so that the determined target confidence of the first current regulation coefficient and the second current regulation coefficient is more in line with the current driving environment, thereby ensuring the reliability and accuracy of the target confidence.

[0133] In some embodiments, Figure 2 As shown, after acquiring the road surface image of the road section ahead of the vehicle, the following steps are also included:

[0134] Step 201: determining a second current adjustment coefficient based on road surface information when it is detected that the vehicle will not pass through an obstacle corresponding to the obstacle information at a future time;

[0135] Step 202: determining a target current value of the shock absorber based on the second current adjustment coefficient and a preset current reference value of the current corresponding to the shock absorber, and adjusting the damping of the shock absorber based on the target current value.

[0136] In some embodiments, the global position information of the obstacle in the global coordinate system can be determined based on the obstacle information, and the vehicle's speed information, steering information and the vehicle's position information in the global coordinate system can be obtained; based on the speed information, steering information and the vehicle's position information in the global coordinate system, the vehicle's driving trajectory in a preset period of time in the future can be determined; based on the driving trajectory and the global position information of the obstacle in the global coordinate system, it can be determined whether the driving trajectory will pass through the identified obstacle.

[0137] If the vehicle will not pass through an obstacle, the second current adjustment coefficient can be determined based only on the road surface information; the target current value of the shock absorber is determined based on the second current adjustment coefficient and a preset current reference value of the current corresponding to the shock absorber, and the damping of the shock absorber is adjusted based on the target current value.

[0138] In this way, when the vehicle will not pass by an obstacle in the future, it is only necessary to determine the second current adjustment coefficient corresponding to the shock absorber based on the road surface information, thereby avoiding the problem of wasting computing resources by continuing to analyze the obstacle information to obtain the first current adjustment coefficient when the first current adjustment coefficient is not needed. The second current adjustment coefficient corresponding to the shock absorber is determined based on the road surface information, so that the adjusted shock absorber damping is adapted to the road surface of the road section ahead, ensuring the stability of the vehicle's driving and thus ensuring ride comfort.

[0139] In some embodiments, the road surface image is acquired by a binocular camera; and the current adjustment coefficient corresponding to the shock absorber is determined based on the obstacle information and the road surface information, including:

[0140] When it is detected that there are obstacles greater than a preset number in the road surface image, determining a preset number of target obstacles closest to the vehicle based on the road surface image;

[0141] A current adjustment coefficient corresponding to the shock absorber is determined based on obstacle information and road surface information of the target obstacle.

[0142] In some embodiments, image processing technology (such as edge detection, shape analysis, etc.) can be used to extract features of obstacles, compare the extracted features with preset obstacle features, identify obstacles ahead, and count the number of identified obstacles to determine whether it is greater than a preset number (for example, 6). The global position information of each obstacle in the global coordinate system is determined to obtain the distance between each obstacle and the vehicle. According to each distance, all identified obstacles are sorted, and a preset number (for example, 6) of obstacles closest to the vehicle are selected as target obstacles.

[0143] Too many obstacle identifications will result in excessive data processing, affecting the real-time and accuracy of the processing. In order to ensure the continuous and timely adjustment of the shock absorber damping and prevent excessive data processing from affecting the current calculation accuracy, as some examples, for four-wheel vehicles, a maximum of three obstacles can be processed, and two-wheel vehicles can identify a maximum of six obstacles, concentrating resources on processing the most important obstacles and improving adjustment efficiency.

[0144] In this way, when there are more than a preset number of obstacles in the road image, the current adjustment coefficient corresponding to the shock absorber is determined based on the obstacle information of the preset number of target obstacles closest to the vehicle and the road information, thereby ensuring the real-time and accuracy of the processing, thereby ensuring the continuous and timely adjustment of the shock absorber damping and the accuracy of the current calculation.

[0145] In some embodiments, detecting that the vehicle passes an obstacle corresponding to the obstacle information at a future time includes:

[0146] Determine the global position information of the obstacle in the global coordinate system according to the obstacle information;

[0147] Obtain the vehicle's speed information, steering information, and position information of the vehicle in the global coordinate system;

[0148] Determine the driving trajectory of the vehicle in a preset future period based on the speed information, the steering information and the position information of the vehicle in the global coordinate system;

[0149] Based on the driving trajectory and the global position information of the obstacle in the global coordinate system, it is detected whether the vehicle will pass through the obstacle in the future.

[0150] In some examples, it is possible to determine whether the vehicle will pass through the obstacle corresponding to the obstacle information in the future based on the obstacle information and the vehicle information, that is, to predict whether the vehicle will pass through the obstacle in the future, providing a basis for subsequent damping adjustment. The vehicle information may include the vehicle's speed information, steering information, and the vehicle's position information in the global coordinate system.

[0151] The depth of the obstacle and the image coordinates of the obstacle in the road image can be determined based on the obstacle information; the image coordinates are inversely projected to obtain the coordinates of the obstacle in the vehicle coordinate system; based on the coordinates of the obstacle in the vehicle coordinate system, the obstacle is converted into the global coordinate system to obtain the global position information of the obstacle in the global coordinate system.

[0152] The vehicle's speed information can be obtained through a wheel speed sensor installed on the vehicle, and the steering information can be obtained through a steering wheel angle sensor installed on the vehicle. Based on the speed information, steering information, and the vehicle's position information in the global coordinate system, the vehicle's driving trajectory in the future preset period of time can be determined. Specifically, the following formula can be referred to:

[0153] Vertical distance: x k+1 =x k +V k Δt;

[0154] Horizontal distance: y k+1 =y k +aθ k Δt;

[0155] Among them, x k V represents the vertical distance at the kth moment, that is, the position in the Y-axis direction; k represents the vehicle speed at the kth moment; Δt represents the time step; y k represents the horizontal distance at the kth moment, that is, the position in the X-axis direction; a represents the angle processing coefficient; θ k represents the turning angle at the kth moment; the driving trajectory includes vertical distance and horizontal distance.

[0156] In each time step, the future position of the vehicle is calculated, and all the calculated future position points are connected to form the vehicle's driving trajectory in the future preset period. The distance between each point on the driving trajectory and the obstacle is calculated, and a safety distance threshold can be set. If the distance between any trajectory point and the obstacle is less than the threshold, it is considered that the vehicle will pass the obstacle in the future.

[0157] The schematic diagram of the scenario of whether the vehicle will pass through an obstacle in the future is as follows Figure 3 As shown. Figure 3 In the motion trajectory of the vehicle in driving scenario A, the vehicle turns too much and will not pass the obstacle M in the future; in the motion trajectory of the vehicle in driving scenario B, the vehicle turns slightly and will pass the obstacle M in the future; in the motion trajectory of the vehicle in driving scenario C, the vehicle drives in a straight line and will pass the obstacle M in the future.

[0158] In this way, by calculating the vehicle's driving trajectory in a preset period of time in the future and the global position information of the obstacle in the global coordinate system, it is possible to accurately predict whether the obstacle is within the vehicle's trajectory, which can be used as a reference to decide whether the damping of the shock absorber needs to be adjusted in advance.

[0159] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0160] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0161] Figure 4 Schematic diagram of a damping adjustment device for a shock absorber provided in an embodiment of the present application. Figure 4 As shown, the damping adjustment device of the shock absorber includes:

[0162] An acquisition module 401 is used to acquire a road surface image of a road section ahead of the road on which the vehicle is traveling, wherein the road surface image includes road surface information and obstacle information of obstacles on the road surface;

[0163] A determination module 402, configured to determine a current adjustment coefficient corresponding to the shock absorber based on the obstacle information and the road surface information when it is detected that the vehicle passes by an obstacle corresponding to the obstacle information at a future time;

[0164] The adjustment module 403 is used to determine the target current value of the shock absorber based on the current adjustment coefficient and the preset current reference value of the current corresponding to the shock absorber before the vehicle passes through the obstacle, and adjust the damping of the shock absorber based on the target current value.

[0165] In some embodiments, the current regulation coefficient includes a first current regulation coefficient obtained based on the obstacle information and a second current regulation coefficient obtained based on the road surface information; a determination module 402 is used to determine a first target level of the obstacle based on the obstacle information; based on the correspondence between the first target level and a preset obstacle level and the current regulation coefficient, the first current regulation coefficient is determined; based on the road surface information, a second target level corresponding to the road surface in the road section ahead is determined; based on the correspondence between the second target level and a preset road surface level and the current regulation coefficient, the second current regulation coefficient is determined.

[0166] In some embodiments, the determination module 402 is used to determine the category of the obstacle corresponding to the obstacle information based on the obstacle information, and determine the first target level corresponding to the obstacle based on the category of the obstacle and the correspondence between the preset obstacle category and the obstacle level; determine the category of the road surface in the road section ahead based on the road surface information, and determine the second target level of the road surface based on the category of the road surface and the correspondence between the preset road surface category and the road surface level.

[0167] In some embodiments, the current regulation coefficient includes a first current regulation coefficient obtained based on obstacle information and a second current regulation coefficient obtained based on road surface information; an adjustment module 403 is used to determine a target confidence of the first current regulation coefficient and a target confidence of the second current regulation coefficient; when the target confidence of the first current regulation coefficient and the target confidence of the second current regulation coefficient are both greater than or equal to a preset confidence, the preset current reference value is adjusted based on the first current regulation coefficient and the second current regulation coefficient to obtain a target current value; when the target confidence of the first current regulation coefficient is greater than or equal to the preset confidence and the target confidence of the second current regulation coefficient is less than the preset confidence, the preset current reference value is adjusted based on the first current regulation coefficient to obtain the target current value; when the target confidence of the second current regulation coefficient is greater than or equal to the preset confidence and the target confidence of the first current regulation coefficient is less than the preset confidence, the preset current reference value is adjusted based on the second current regulation coefficient to obtain the target current value; when the target confidence of the first current regulation coefficient and the target confidence of the second current regulation coefficient are both less than the preset confidence, the preset current reference value is determined as the target current value.

[0168] In some embodiments, the adjustment module 403 is used to determine the current environmental information; determine the target reduction value corresponding to the current environmental information based on the current environmental information and the correspondence between different pre-set environmental information and the confidence reduction values; use the target reduction value to correct the current confidence of the first current adjustment coefficient to obtain the target confidence of the first current adjustment coefficient, and use the target reduction value to correct the current confidence of the second current adjustment coefficient to obtain the target confidence of the second current adjustment coefficient; wherein the current confidence of the first current adjustment coefficient is related to the recognition accuracy of the obstacle information, and the current confidence of the second current adjustment coefficient is related to the recognition accuracy of the road surface information.

[0169] In some embodiments, after acquiring a road surface image of a road section ahead of the vehicle, the determination module is used to determine a second current adjustment coefficient based on the road surface information when it is detected that the vehicle will not pass through an obstacle corresponding to the obstacle information in the future; the adjustment module determines a target current value of the shock absorber based on the second current adjustment coefficient and a preset current reference value of the current corresponding to the shock absorber, and adjusts the damping of the shock absorber based on the target current value.

[0170] In some embodiments, the road surface image is acquired by a binocular camera, and the determination module 402 is used to determine a preset number of target obstacles closest to the vehicle based on the road surface image when a number of obstacles greater than a preset number are detected in the road surface image; and determine a current adjustment coefficient corresponding to the shock absorber based on the obstacle information and road surface information of the target obstacles.

[0171] In some embodiments, the determination module 402 is used to determine the global position information of the obstacle in the global coordinate system based on the obstacle information; obtain the vehicle's speed information, steering information and the vehicle's position information in the global coordinate system; determine the vehicle's driving trajectory in a preset time period in the future based on the speed information, steering information and the vehicle's position information in the global coordinate system; detect whether the vehicle will pass the obstacle in the future based on the driving trajectory and the global position information of the obstacle in the global coordinate system.

[0172] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0173] Figure 5 Schematic diagram of an electronic device 5 provided in an embodiment of the present application. Figure 5 As shown, the electronic device 5 of this embodiment includes: a processor 501, a memory 502, and a computer program 503 stored in the memory 502 and executable on the processor 501. When the processor 501 executes the computer program 503, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 501 executes the computer program 503, the functions of the modules / units in the above-mentioned device embodiments are implemented.

[0174] The electronic device 5 may be a desktop computer, a notebook, a PDA, a cloud server, or other electronic device. The electronic device 5 may include, but is not limited to, a processor 501 and a memory 502. Those skilled in the art will appreciate that Figure 5 The electronic device 5 is merely an example and does not limit the electronic device 5 , and may include more or less components than those shown in the figure, or different components.

[0175] The processor 501 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0176] The memory 502 may be an internal storage unit of the electronic device 5, for example, a hard disk or memory of the electronic device 5. The memory 502 may also be an external storage device of the electronic device 5, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 5. The memory 502 may also include both an internal storage unit of the electronic device 5 and an external storage device. The memory 502 is used to store computer programs and other programs and data required by the electronic device.

[0177] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0178] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium (e.g., a computer-readable storage medium). Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. Computer-readable storage media may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0179] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A damping adjustment method for a shock absorber, characterized in that: include: Acquire a road surface image of a road section ahead of the road on which the vehicle is traveling, wherein the road surface image includes road surface information and obstacle information of obstacles on the road surface; When it is detected that the vehicle passes by an obstacle corresponding to the obstacle information at a future time, determining a current adjustment coefficient corresponding to a shock absorber based on the obstacle information and the road surface information; Before the vehicle passes the obstacle, a target current value of the shock absorber is determined based on the current adjustment coefficient and a preset current reference value of the current corresponding to the shock absorber, and the damping of the shock absorber is adjusted based on the target current value.

2. The method according to claim 1, characterized in that The current regulation coefficient includes a first current regulation coefficient obtained based on the obstacle information and a second current regulation coefficient obtained based on the road surface information; The determining of the current adjustment coefficient corresponding to the shock absorber based on the obstacle information and the road surface information includes: Determining a first target level corresponding to the obstacle based on the obstacle information, and determining the first current adjustment coefficient based on a correspondence between the first target level and a preset obstacle level and a current adjustment coefficient; A second target level corresponding to the road surface in the road section ahead is determined based on the road surface information, and the second current adjustment coefficient is determined based on the corresponding relationship between the second target level and a preset road surface level and current adjustment coefficient.

3. The method according to claim 2, characterized in that The determining, based on the obstacle information, a first target level corresponding to the obstacle includes: Determining a category of an obstacle corresponding to the obstacle information based on the obstacle information, and determining a first target level corresponding to the obstacle based on a correspondence between the category of the obstacle and a preset obstacle category and an obstacle level; The determining, based on the road surface information, a second target level corresponding to the road surface in the road section ahead includes: The type of the road surface in the road section ahead is determined based on the road surface information, and the second target grade of the road surface is determined based on the type of the road surface and a correspondence between a preset road surface type and a road surface grade.

4. The method according to claim 1, characterized in that: The current regulation coefficient includes a first current regulation coefficient obtained based on the obstacle information and a second current regulation coefficient obtained based on the road surface information; The step of determining a target current value of the shock absorber based on the current adjustment coefficient and a preset current reference value of the current corresponding to the shock absorber comprises: Determining a target confidence level of a first current regulation coefficient and a target confidence level of a second current regulation coefficient; When the target confidence of the first current regulation coefficient and the target confidence of the second current regulation coefficient are both greater than or equal to a preset confidence, adjusting the preset current reference value based on the first current regulation coefficient and the second current regulation coefficient to obtain the target current value; When the target confidence of the first current regulation coefficient is greater than or equal to the preset confidence and the target confidence of the second current regulation coefficient is less than the preset confidence, adjusting the preset current reference value based on the first current regulation coefficient to obtain the target current value; When the target confidence of the second current regulation coefficient is greater than or equal to the preset confidence and the target confidence of the first current regulation coefficient is less than the preset confidence, adjusting the preset current reference value based on the second current regulation coefficient to obtain the target current value; When the target confidence of the first current regulation coefficient and the target confidence of the second current regulation coefficient are both smaller than the preset confidence, the preset current reference value is determined as the target current value.

5. The method according to claim 4, characterized in that The determining of the target confidence level of the first current regulation coefficient and the target confidence level of the second current regulation coefficient includes: Determine current environmental information; Determining a target reduction value corresponding to the current environmental information based on the current environmental information and a preset correspondence relationship between different environmental information and confidence reduction values; The target reduction value is used to correct the current confidence of the first current regulation coefficient to obtain the target confidence of the first current regulation coefficient, and the target reduction value is used to correct the current confidence of the second current regulation coefficient to obtain the target confidence of the second current regulation coefficient.

6. The method according to any one of claims 1 to 5, characterized in that: After acquiring the road surface image of the road section ahead of the vehicle, the method further includes: determining a second current adjustment coefficient based on the road surface information when it is detected that the vehicle will not pass through the obstacle corresponding to the obstacle information at a future time; A target current value of the shock absorber is determined based on the second current adjustment coefficient and a preset current reference value of the current corresponding to the shock absorber, and the damping of the shock absorber is adjusted based on the target current value.

7. The method according to any one of claims 1 to 5, characterized in that: The road surface image is acquired by a binocular camera; The determining of the current adjustment coefficient corresponding to the shock absorber based on the obstacle information and the road surface information includes: When it is detected that there are obstacles greater than a preset number in the road surface image, determining a preset number of target obstacles closest to the vehicle based on the road surface image; A current adjustment coefficient corresponding to the shock absorber is determined based on the obstacle information of the target obstacle and the road surface information.

8. The method according to any one of claims 1 to 5, characterized in that: The detecting that the vehicle passes through an obstacle corresponding to the obstacle information at a future time includes: Determine the global position information of the obstacle in the global coordinate system according to the obstacle information; Acquiring speed information, steering information, and position information of the vehicle in a global coordinate system; Determining a driving trajectory of the vehicle in a future preset time period according to the speed information, the steering information and the position information of the vehicle in the global coordinate system; According to the driving trajectory and the global position information of the obstacle in the global coordinate system, it is detected whether the vehicle passes through the obstacle at a future time.

9. A damping adjustment device for a shock absorber, characterized in that: include: An acquisition module, used to acquire a road surface image of a road section ahead of the road on which the vehicle is traveling, wherein the road surface image includes road surface information and obstacle information of obstacles on the road surface; a determination module, configured to determine a current adjustment coefficient corresponding to a shock absorber based on the obstacle information and the road surface information when it is detected that the vehicle passes by an obstacle corresponding to the obstacle information at a future time; A regulating module is used to determine a target current value of the shock absorber based on the current regulation coefficient and a preset current reference value of the current corresponding to the shock absorber before the vehicle passes the obstacle, and to regulate the damping of the shock absorber based on the target current value.

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

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