Jump evaluation method and corresponding device, vehicle, computer equipment and medium

Abstract

The invention provides a bump evaluation method for a vehicle and a corresponding device, vehicle, equipment and medium. The method comprises the following steps of circularly executing the following steps in a first preset time period until the first preset time period is ended: acquiring a vehicle vertical acceleration received in a latest first sub-time period and calculating a fluctuation value of the vehicle vertical acceleration as a current fluctuation threshold value; and acquiring the vertical acceleration of the vehicle received in the latest second sub-time period, and calculating the root mean square of the vertical acceleration as the current root mean square value. Starting the following evaluation process when the absolute value of the currently received vertical acceleration is greater than the current fluctuation threshold value: executing an acquisition step within a second predetermined time period until the end of the second predetermined time period, wherein the acquisition step comprises acquiring the maximum root mean square calculated from the start of the evaluation process; and when the maximum root-mean-square is not smaller than a root-mean-square threshold value, determining the dangerous bumping state. By utilizing the scheme of the invention, the bumping condition which has the necessity of early warning for a specific vehicle can be better screened out, and meanwhile, better applicability and economical efficiency are provided.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and more particularly to a bump assessment method for a vehicle and a corresponding apparatus, a vehicle, a computer device and a non-transitory computer-readable storage medium. Background Art

[0002] During vehicle driving, road defects and unevenness may cause abnormal vehicle shaking, loss of control, vehicle body damage, and even threaten personal safety.

[0003] Current road bump detection solutions include the identification and evaluation of road surface defects or unevenness through image, accelerometer or radar data processing. Although such solutions can identify road surface defects, they cannot take into account the specific performance and status of different vehicles for bump assessment.

[0004] Another solution uses the vehicle's electronic suspension data to detect road unevenness. It uses highly sensitive electronic suspension sensing data to measure road geometry data, thereby estimating the height or depth of road anomalies and classifying them according to specific scales. Electronic suspension data can provide very accurate information about road bumps, but due to cost, adaptability and other issues, most vehicles are not equipped with electronic suspension. In addition, this solution cannot consider the specific performance and status of different vehicles for bump assessment.

[0005] There are also existing technologies that use image recognition and radar scanning data to build possible road surface excitation models and evaluate and predict possible vehicle bumps. However, it is difficult for the model building scheme to take into account the applicability of the bump detection scheme on various vehicles and the economic efficiency of calculation, and it usually focuses on the description of the geometric characteristics of the road surface rather than the direct detection and evaluation of the degree of vehicle bumps.

[0006] In addition, it is not difficult to classify the degree of turbulence, but it is important to identify the dangerous degree of turbulence that requires warning. There are many methods for warning of turbulence in the prior art, but such warnings are usually made without distinguishing different levels of turbulence, are not targeted, and are often considered by most users to be false triggers, which interfere with driving safety. Summary of the invention

[0007] An object of the present invention is to provide an improved pitch assessment solution for a vehicle, so as to solve or at least alleviate at least part of the above-mentioned problems of the prior art.

[0008] According to a first aspect of the present invention, there is provided a method for assessing the bumpiness of a vehicle, comprising:

[0009] Receive the vertical acceleration of the vehicle,

[0010] periodically performing a parameter determination process until an interruption event occurs, the parameter determination process comprising performing a first parameter determination step and a second parameter determination step within a first predetermined period of time until the first predetermined period of time ends,

[0011] The first parameter determination step includes: obtaining a first set of vertical accelerations received in a recent first sub-period, and calculating a fluctuation value of the vertical accelerations in the first set as a current fluctuation limit value, wherein the fluctuation value indicates a degree of fluctuation of the vertical accelerations in the first set,

[0012] Whenever a new vertical acceleration is received, the first parameter determination step is repeated,

[0013] The second parameter determination step includes: obtaining a second set of vertical accelerations received in a recent second sub-period, and calculating a root mean square of the vertical accelerations in the second set as a current root mean square,

[0014] The second parameter determination step is repeated whenever a new vertical acceleration is received,

[0015] The first sub-period and the second sub-period are shorter than the first predetermined period,

[0016] Determine whether the absolute value of the currently received vertical acceleration is greater than the current fluctuation limit value, and if the determination result is positive, start an evaluation process, the evaluation process comprising:

[0017] The acquisition step is performed within the second predetermined period until the second predetermined period ends, the acquisition step comprising: acquiring the maximum RMS of the root mean squares calculated in the second parameter determination step since the start time of the evaluation process; max , determine the turbulence assessment results, including: when RMS max When the value is not less than the first root mean square threshold, a dangerous turbulence state is determined.

[0018] According to a second aspect of the present invention, there is provided a bump assessment device for a vehicle, comprising:

[0019] A receiving unit configured to receive a vertical acceleration of the vehicle;

[0020] a parameter determination unit configured to periodically perform a parameter determination process until an interruption event occurs, wherein the parameter determination process includes performing a first parameter determination step and a second parameter determination step within a first predetermined period of time until the first predetermined period of time ends,

[0021] The first parameter determination step includes: obtaining a first set of vertical accelerations received in a recent first sub-period, and calculating a fluctuation value of the vertical accelerations in the first set as a current fluctuation limit value, wherein the fluctuation value indicates a degree of fluctuation of the vertical accelerations in the first set,

[0022] Whenever a new vertical acceleration is received, the first parameter determination step is repeated,

[0023] The second parameter determination step includes: obtaining a second set of vertical accelerations received in a recent second sub-period, and calculating a root mean square of the vertical accelerations in the second set as a current root mean square,

[0024] The second parameter determination step is repeated whenever a new vertical acceleration is received,

[0025] The first sub-period and the second sub-period are shorter than the first predetermined period,

[0026] The judging and evaluating unit is configured to: judge whether the absolute value of the currently received vertical acceleration is greater than the current fluctuation limit value, and if the judgment result is positive, start the evaluation process, the evaluation process includes:

[0027] The acquisition step is performed within the second predetermined period until the second predetermined period ends, the acquisition step comprising: acquiring the maximum RMS of the root mean squares calculated in the second parameter determination step since the start time of the evaluation process; max , determine the turbulence assessment results, including: when RMS max When the value is not less than the first root mean square threshold, a dangerous turbulence state is determined.

[0028] According to a third aspect of the present invention, a vehicle is provided, the vehicle comprising the above-mentioned pitch assessment device.

[0029] According to a fourth aspect of the present invention, a computer device is provided, comprising a memory and a processor, wherein the memory stores computer instructions, and when the computer instructions are executed by the processor, the above-mentioned thrashing assessment method is executed.

[0030] According to a fifth aspect of the present invention, there is provided a non-transitory computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, cause the above-mentioned thrashing assessment method to be executed.

[0031] The bump assessment scheme of the present invention is directly based on the vertical acceleration of the vehicle. Compared with the prior art, it can detect and evaluate the bumps encountered by the vehicle more directly and effectively, and can take into account the vehicle's specific performance (such as anti-bump performance) and driving-related conditions when performing bump detection and evaluation. In addition, the bump assessment scheme of the present invention determines the dangerous bump state, so that dangerous bumps that require early warning can be screened out. Utilizing the scheme of the present invention, dangerous bump situations and states that require early warning for specific vehicles can be better screened out, which is conducive to providing early warnings in a more targeted manner and avoiding problems that may be caused by unnecessary early warnings (such as interference with driving safety, etc.). In addition, vehicles are usually equipped with vertical acceleration sensors, so the scheme of the present invention has better applicability and economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Non-limiting and non-exhaustive embodiments of the present invention are described, by way of example, with reference to the following drawings, in which:

[0033] Figure 1 A flowchart of a method for assessing the bumpiness of a vehicle according to an embodiment of the present invention is schematically shown;

[0034] Figure 2 Schematically shows an example vehicle traveling on a road and an acceleration sensor for measuring its vertical acceleration;

[0035] Figure 3 It schematically shows that the parameter determination process and the judgment and evaluation process according to an embodiment of the present invention can be performed in parallel;

[0036] Figure 4 A flowchart of a parameter determination process according to an embodiment of the present invention is schematically shown;

[0037] Figure 5 A flowchart schematically showing a judgment and evaluation process according to an embodiment of the present invention; and

[0038] Figure 6 is a block diagram schematically showing a bump assessment apparatus for a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0039] In order to make the above and other features and advantages of the present invention clearer, the present invention is further described below in conjunction with the accompanying drawings. The accompanying drawings constitute a part of this application and are used to illustrate the present invention together with the embodiments of the present invention. For the purpose of clarity and simplification, detailed specific descriptions of known functions and structures of the devices, devices and / or equipment described herein will be omitted when they may obscure the subject matter of the present invention. It should be understood that the specific embodiments given herein are for the purpose of explaining to those skilled in the art and are only exemplary and non-restrictive.

[0040] The features described herein may be embodied in different forms and should not be construed as being limited to the embodiments described herein. Rather, the embodiments described herein are provided only to illustrate some of the many possible ways of implementing the devices and / or systems described herein, which will be apparent after understanding the disclosure of the present application.

[0041] As used herein, the term "and / or" includes any one of the associated listed items and any combination of any two or more of the associated listed items.

[0042] Although terms such as "first," "second," "third," and "fourth" may be used herein to describe various components, parts, portions, or elements, these components, parts, portions, or elements are not limited by these terms. Instead, these terms are only used to distinguish one component, part, portion, or element from another component, part, portion, or element. Therefore, without departing from the teachings of the present invention, a first component, part, portion, or element mentioned herein may also be referred to as a second component, part, portion, or element.

[0043] Spatial relative terms such as "upper", "lower", "left", "right", "above", "upper", "above", "below", "lower" and "below" may be used herein for ease of description to describe the relationship of one member, component, part or element to another member, component, part or element as shown in the figures. In addition to the orientation depicted in the figures, such spatial relative terms are intended to also encompass different orientations of the device in use or operation. For example, if the device in the figure is flipped, an element described as being "upper", "above", "upper" or "above" relative to another member, component, part or element will be "lower", "below", "lower" or "below" relative to the other element. Therefore, the term "upper" encompasses both upper and lower orientations, depending on the spatial orientation of the device. The device can also be oriented in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relative terms used herein should be interpreted accordingly.

[0044] The terms used herein are only used to describe various embodiments and are not used to limit the present disclosure. Unless the context clearly indicates otherwise, "a", "an" and "the" are intended to include plural forms as well. The terms "include", "comprise" and "have" specify the presence of stated features, operations, components, elements and / or combinations thereof, but do not exclude the presence or addition of one or more other features, operations, components, elements and / or combinations thereof.

[0045] In the following description, many specific details are set forth to provide a thorough understanding of the present invention. However, it will be apparent to one of ordinary skill in the art that the present invention does not need to be practiced using the specific details. In other cases, well-known steps or operations are not described in detail to avoid obscuring the present invention.

[0046] Figure 1 A method 100 for evaluating the jolting of a vehicle according to an embodiment of the present invention is schematically shown. Figure 1 As shown, the turbulence assessment method includes: a receiving step S102, a parameter determination process S104, and a judgment and assessment process S106.

[0047] In the receiving step S102, the vertical acceleration of the vehicle is received. As understood by those skilled in the art, the vertical acceleration of the vehicle refers to the acceleration of the vehicle in the vertical direction perpendicular to the direction of travel of the vehicle. In one embodiment, in the receiving step S102, the vertical acceleration of the vehicle is received from an acceleration sensor. The acceleration sensor is fixed relative to the vehicle and is configured to detect the vertical acceleration of the vehicle. The detected vertical acceleration can be a positive value, a negative value or zero. Advantageously, the acceleration sensor is fixed relative to the vehicle. The acceleration sensor can be installed at any suitable position on the vehicle. For example, in one embodiment, the acceleration sensor is fixedly mounted to the chassis of the vehicle. Figure 2 Schematically shows an example vehicle traveling on a road, an acceleration sensor fixed relative to the vehicle, and a vertical acceleration a of the vehicle detected by the acceleration sensor. v , where the vertical direction corresponds to the up and down direction of the axis where the arrow is located.

[0048] It is advantageous for the acceleration sensor to periodically detect and output the vertical acceleration of the vehicle at a predetermined frequency, but this is not essential. The predetermined frequency can be appropriately selected according to the circumstances. Typically, the detection frequency and output frequency of the acceleration sensor are not less than 60 Hz, and preferably higher than 200 Hz. Advantageously, the vertical acceleration output by the acceleration sensor is in the form of digital data; however, this is not essential. In the case where the vertical acceleration output by the acceleration sensor is non-digital data, the output data of the acceleration sensor can be adjusted to a desired form, such as digital data, by a suitable mathematical calculation or conversion mechanism.

[0049] In the parameter determination process S104, the parameter determination process is periodically performed until an interruption event occurs. The interruption event may correspond to any desired or possible condition, condition or event that triggers the interruption of the parameter determination process. For example, the interruption event may be predefined, such as but not limited to: a predefined time has passed since the parameter determination process was started; the acceleration sensor has not output a new vertical acceleration for a predefined time; a user input indicating the interruption of the parameter determination process is detected; and the like. The parameter determination process 104 includes performing a first parameter determination step S1042 and a second parameter determination step S1044 within a first predetermined period of time until the first predetermined period of time ends.

[0050] The first parameter determination step S1042 includes: obtaining a first set of vertical accelerations received in a recent first sub-period, and calculating a fluctuation value of the vertical accelerations in the first set as a current fluctuation limit value, wherein the fluctuation value indicates the degree of fluctuation of the vertical accelerations in the first set. The first parameter determination step is repeated whenever a new vertical acceleration is received. The recent first sub-period refers to a period with a first duration ending at the start of the current first parameter determination step.

[0051] The second parameter determination step S1044 includes: obtaining a second set of vertical accelerations received in the most recent second sub-period, and calculating the root mean square of the vertical accelerations in the second set as the current root mean square. The second parameter determination step is repeated whenever a new vertical acceleration is received. The most recent second sub-period refers to a period with a second duration ending at the start of the current second parameter determination step. Root mean square is a term well known in the art. According to the definition of root mean square, the root mean square RMS is obtained by the following formula:

[0052]

[0053] Among them, a vj represents the jth vertical acceleration a in the second set v , n2 is the number of elements (i.e., vertical acceleration) in the second set.

[0054] It can be expected that the duration of the first predetermined period is longer than the duration of each of the first sub-period and the second sub-period, for example, it can be several times the first duration of the first sub-period, and can also be several times the second duration of the second sub-period. Depending on the circumstances, the first duration and the second duration can be the same or different. In one embodiment, the first duration is longer than the second duration. For each parameter determination process, the first parameter determination step S1042 and the second parameter determination step S1044 can be started simultaneously at the beginning of the parameter determination process.

[0055] The judgment and evaluation process S106 includes a judgment step S1062 and an evaluation process S1064. The judgment step S1062 includes: judging whether the absolute value of the currently received vertical acceleration is greater than the current fluctuation limit value. If the judgment result of the judgment step S1062 is affirmative, the evaluation process S1064 is started; otherwise, the evaluation process S1064 is not started. Here, the vertical acceleration required to execute the judgment step S1062 can be obtained from step S102, and the current fluctuation limit value required to execute the judgment step S1062 can be obtained from the first parameter determination step S1042. The evaluation process S1064 includes: executing the acquisition step S10642 within a second predetermined time period until the end of the second predetermined time period; and determining the turbulence evaluation result S10644. The acquisition step S10642 includes: acquiring the maximum of the root mean squares RMS calculated by the second parameter determination step S1044 from the start time of starting the evaluation process S1064. max The determining of the bump evaluation result S10644 includes: when RMS max When the root mean square value is not less than the first root mean square threshold, a dangerous bump state is determined. Here, the root mean square value required for executing the acquisition step S10642 can be obtained from the second parameter determination step S1044.

[0056] Each of the first predetermined period and the second predetermined period may be appropriately determined according to circumstances; in this regard, various possible factors may be considered, such as but not limited to the vehicle's traveling speed, the detection frequency of the acceleration sensor, the vehicle's own anti-bumping performance, etc. According to circumstances, the first predetermined period and the second predetermined period may have the same or different durations.

[0057] In one embodiment, determining the turbulence evaluation result S10644 includes: when RMS max is not less than the first RMS threshold and less than the second RMS threshold, determining a dangerous turbulence state of a lower dangerous level; and when RMS max When the value is not less than the second root mean square threshold, a dangerous turbulence state with a higher degree of danger is determined. Here, the second root mean square threshold is greater than the first root mean square threshold.

[0058] In one embodiment, the acquisition step S10642 further includes: acquiring the vertical acceleration a having the largest absolute value among the vertical accelerations received since the start time of the evaluation process S106. max In this case, the RMS max When the RMS value is not less than the second RMS threshold, determining the dangerous turbulence state with a higher risk level may include: max is not less than the second RMS threshold and a maxWhen the absolute value of RMS is not less than an acceleration threshold, a dangerous turbulence state with the highest degree of danger is determined; and max is not less than the second RMS threshold and a max When the absolute value of is less than the acceleration threshold, a dangerous turbulence state of the second highest danger level is determined.

[0059] Each of the first root mean square threshold, the second root mean square threshold and the acceleration threshold can be appropriately determined according to circumstances and is not limited herein.

[0060] In one embodiment, for any time of the first parameter determination step S1042, if the number of vertical accelerations in the first set is greater than 1, the fluctuation value S of the vertical acceleration in the first set is calculated as a function f(σ) of the standard deviation σ of the vertical acceleration in the first set, that is, S=f(σ).

[0061] Standard deviation is a term well known in the art. According to the definition of standard deviation, there are:

[0062]

[0063] Among them, a vi represents the i-th vertical acceleration a in the first set v , is the average value of each vertical acceleration in the first set, and n1 is the number of elements (ie, vertical accelerations) in the first set.

[0064] The function f(σ) can be appropriately determined according to the situation. For example, in one embodiment, f(σ)=m1σ, where m1 is a positive constant, which can be appropriately determined according to the situation. For another example, in one embodiment, the function f(σ) is as follows:

[0065]

[0066] Among them, c represents a predetermined deviation, which has the same unit as the vertical acceleration and can be appropriately determined according to the situation; m2 is a positive constant, which can be appropriately determined according to the situation; σ1 is the standard deviation threshold, which has the same unit as the vertical acceleration and can be appropriately determined according to the situation.

[0067] In one embodiment, for any first parameter determination step S1042, if the number of vertical accelerations in the first set is 1, the fluctuation value S of the vertical accelerations in the first set is calculated to be equal to the absolute value of the vertical accelerations in the first set.

[0068] In one embodiment, the evaluation process S1064 further includes: recording the driving related information of the vehicle at the start time of the evaluation process S106; and storing the driving related information in a manner associated with the determined dangerous bumpy state. The driving related information may include various possible or expected driving related information, and may include, for example but not limited to, at least one of the following: the geographical location of the vehicle; the driving speed of the vehicle; and the driving heading angle of the vehicle.

[0069] The method of the present invention also envisions that: for the determined dangerous bump state, the corresponding warning content is specified, and the corresponding warning content is stored in a manner associated with the determined dangerous bump state. In one embodiment, for the dangerous bump state of a lower degree of danger, the corresponding warning content may include: a driving suggestion to slow down and pass according to the conditions. Here, "slow down and pass according to the conditions" can be broadly understood as slowing down and passing when the specified conditions are met, wherein the "specified conditions" can be appropriately determined according to the situation, and this document does not limit this. As an example, in one embodiment, the specified conditions include that the vehicle speed is higher than a speed threshold, and at this time "slow down and pass according to the conditions" means slowing down and passing if the vehicle speed is higher than the speed threshold. The dangerous bump state of a lower degree of danger may refer to a bump state of the following degree: it may cause severe impact on the vehicle and cause damage to the vehicle's driving system (such as tires, wheels, suspension systems, etc.), but the probability of causing the vehicle to lose control is not high; the corresponding warning content may optionally include information indicating this degree of bump state. For the dangerous bump state of the second highest degree of danger, the corresponding warning content may include: a driving suggestion to slow down and pass. The second highest level of dangerous bumpy state may refer to a bumpy state of the following degree: it may cause the vehicle to become airborne or cause a severe impact on the vehicle so that the vehicle is at risk of losing control; the corresponding warning content may optionally include information indicating this level of bumpy state. For the highest level of dangerous bumpy state, the corresponding warning content may include driving advice to take a detour. The highest level of dangerous bumpy state may refer to a bumpy state of the following degree: it may cause an impact on the vehicle body and cause damage to the vehicle chassis; the corresponding warning content may optionally include information indicating this level of bumpy state.

[0070] The above-mentioned stored driving-related information, associated dangerous bumpy states and corresponding warning contents can be used later, for example but not limited to providing alarms, data analysis, modeling, etc. related to vehicle bumps. In one embodiment, the method of the present invention further includes: determining whether there is stored driving-related information that matches the current driving-related information of the vehicle, and if the determination result is positive, providing an alarm to indicate the dangerous bumpy state associated with the stored driving-related information and / or the warning contents corresponding to the dangerous bumpy state. The alarm can be in various possible forms, such as but not limited to visual and auditory alarms, etc. In one embodiment, the alarm includes information indicating the geographical location where the associated dangerous bumpy state is presented (for example, in the form of a place mark in a navigation screen) and information indicating driving suggestions included in the corresponding warning contents, and can optionally include information indicating the bumpy state of corresponding degrees.

[0071] The method of the present invention further contemplates that determining the turbulence assessment result further comprises: when the RMS max When the RMS is less than the first RMS threshold, a normal turbulence state (ie, a non-dangerous turbulence state) is determined. In one embodiment, determining the normal turbulence state further comprises: max When the RMS is less than the first RMS threshold but not less than the third RMS threshold, a normal turbulence state of the second lowest turbulence degree is determined; and maxWhen the value of the vehicle speed is less than the third root mean square threshold, the normal bump state of the lowest bump degree is determined. Here, the third root mean square threshold is less than the first root mean square threshold. According to the present invention, for the normal bump state, it is specified to avoid warning, that is, no warning is required, so as to avoid unnecessary warning. In one embodiment, for the normal bump state of the second lowest bump degree, it is specified to provide reminder information according to conditions. Here, "providing reminder information according to conditions" can be broadly understood as providing reminder information when the specified conditions are met, wherein the "specified conditions" can be appropriately determined according to the situation, and this document does not limit this. As an example, in one embodiment, the specified conditions include that the vehicle speed is higher than a speed threshold, and at this time, "providing reminder information according to conditions" means providing reminder information if the vehicle speed is higher than the speed threshold. The normal bump state of the second lowest bump degree can refer to the following degree of bump state: it may cause the vehicle to experience abnormal bumps, which may cause obvious discomfort to the occupants (driver and / or passengers), but will not cause obvious damage to the vehicle, even if the vehicle travels in this degree of bump state many times, for example, it passes through a road section that presents this degree of bump state many times. In one embodiment, it is specified that the reminder information is provided in a manner to avoid disturbing the vehicle occupants, such as specifying (for example, in text form) to display the reminder information while avoiding displaying the reminder information in the navigation screen and avoiding providing an early warning. The reminder information may optionally include information indicating the degree of the bumpy state. The ordinary bumpy state with the lowest bumpy degree may correspond to bumps that do not cause obvious discomfort to the occupants and can be considered as normal bumps during daily driving of the vehicle. According to the present invention, no processing (including early warnings and reminders) is required for the ordinary bumpy state with the lowest bumpy degree.

[0072] like Figure 3 As shown, the parameter determination process S302 and the judgment and evaluation process S304 of the turbulence evaluation method 300 according to an embodiment of the present invention can be performed in parallel. Of course, as described above, the relevant data required for executing the judgment and evaluation process S304 can be obtained from the parameter determination process S302.

[0073] Advantageously, the vertical acceleration of the vehicle involved in the method of the present invention is a vertical acceleration that does not include the acceleration of the vehicle in the vertical direction caused by the earth's gravity; however, this is not necessary. The vertical acceleration of the vehicle detected by the acceleration sensor can be the vertical acceleration of the vehicle in the vertical direction caused by the earth's gravity removed or the vertical acceleration of the vehicle in the vertical direction caused by the earth's gravity not removed; in the latter case, if desired, the vertical acceleration of the vehicle detected by the acceleration sensor can be corrected by subtracting the acceleration of the vehicle in the vertical direction caused by the earth's gravity from the original value.

[0074] Figure 4The parameter determination process 400 according to an embodiment of the present invention is schematically shown.

[0075] In step S402, reset and start the parameter calculation timer T c The parameter calculation timer T c It is a cyclic timer. When the set fixed time countdown ends, its timing will be reset and start counting again. The parameter calculation timer T c The time of each countdown is the same, preferably in ms. The parameter calculation timer T c The time length of the countdown can be appropriately selected, but is preferably no longer than 100 ms, for example, preferably in the range of 1 ms to 100 ms.

[0076] In step S404, the vertical acceleration a is received from the acceleration sensor. v Here, the vertical acceleration a v m / s 2 As unit.

[0077] Step S406 includes executing a first parameter calculation step S4062 and a second parameter calculation step S4064.

[0078] The first parameter calculation step S4062 includes: obtaining the most recent t S The vertical acceleration a received from the acceleration sensor during the period v A S , and calculate the set A S The fluctuation value S of the vertical acceleration in the set A is used as the current fluctuation limit value. Whenever a new vertical acceleration is received from the acceleration sensor, the first parameter determination step is repeated, thereby including the new vertical acceleration into the set A. S and from the set A S Remove all the nodes that are older than t from the current time. S In this way, the set A is updated cyclically. S And calculate the new fluctuation value as the current fluctuation limit value. S The duration of the time period may be 3s.

[0079] The fluctuation value S is calculated according to the following formula:

[0080]

[0081]

[0082] Among them, a vi For the set A S The i-th vertical acceleration a in v , For the set A S The average value of the vertical acceleration in the set A, n1 is S The number of elements in .

[0083] The second parameter calculation step S4064 includes: obtaining the most recent t R The vertical acceleration a received from the acceleration sensor during the period v A R , and calculate the set A R The root mean square RMS of the vertical acceleration in is taken as the current root mean square. Whenever a new vertical acceleration is received from the acceleration sensor, the second parameter determination step is repeated, thereby including the new vertical acceleration into the set A. R and from the set A R Remove all the nodes that are older than t from the current time. R In this way, the set A is updated cyclically. R And calculate the new RMS as the current RMS. R The duration of a time period may be 1 s.

[0084] The root mean square RMS is calculated according to the following formula:

[0085]

[0086] Among them, a vj For the set A R The jth vertical acceleration a in v , n2 is the set A R The number of elements in .

[0087] In step S408, the parameter calculation timer T is determined. c Check whether the countdown is over.

[0088] If the determination result of step S408 is affirmative, the parameter determination process 400 proceeds to step S402.

[0089] If the determination result of step S408 is negative, the parameter determination process 400 proceeds to step S410.

[0090] In step S410, it is determined whether to interrupt the parameter determination process 400. The determination may be based on whether a predefined interruption event is detected. The interruption event may correspond to any desired or possible situation, condition or event that triggers the interruption of the parameter determination process.

[0091] If the determination result of step S410 is positive, the parameter determination process 400 ends.

[0092] If the determination result of step S410 is negative, the parameter determination process 400 proceeds to step S404.

[0093] Figure 5 The figure schematically shows a judgment and evaluation process 500 according to an embodiment of the present invention.

[0094] In step S502, the vertical acceleration a is received from the acceleration sensor. v Here, the vertical acceleration a v m / s 2 As unit.

[0095] In step S504, it is determined whether the evaluation timer T has been triggered. d .

[0096] If the judgment result of step S504 is positive, the judgment and evaluation process proceeds to step S512. Step S512 includes step S5122 and step S5124.

[0097] In step S5122, the self-evaluation timer T is recorded. d The vertical acceleration a received by the acceleration sensor after being triggered v And determine the vertical acceleration with the largest absolute value as a max .

[0098] For example, a max The initial value of can be set to 0. Whenever a new vertical acceleration a is obtained v When the new vertical acceleration a v The absolute value of a is greater than the current max The absolute value of the new vertical acceleration a v Determined as a max .

[0099] In step S5124, the self-evaluation timer T is recorded. d The maximum of the received RMS is determined as the RMS max The root mean square RMS can be obtained from the parameter determination process.

[0100] For example, RMS max The initial value of can be set to 0. Whenever a new root mean square RMS is obtained, if the new root mean square RMS is greater than the current RMS max , the new root mean square RMS is determined as RMS max .

[0101] If the judgment result of step S504 is negative, the judgment and evaluation process proceeds to step S506. In step S506, the vertical acceleration a currently received from the acceleration sensor is judged.v Whether the absolute value of is greater than the current fluctuation limit value S. The current fluctuation limit value S can be obtained from the parameter determination process.

[0102] If the judgment result of step S506 is positive, the judgment and evaluation process proceeds to step S508. In step S508, the evaluation timer T is triggered. d .

[0103] The evaluation timer T d Preferably, it is a single-trigger timer, and when the countdown of the set fixed time ends, the current countdown ends. d The countdown time for each time can be the same or different, preferably in seconds. d The length of the countdown time can be appropriately selected. For example, the evaluation timer T d The length of the countdown time may correspond to the time it takes for the vehicle to travel a predetermined distance (e.g., 10 to 20 meters) at the current driving speed. d The countdown time can be from 1 second to several seconds.

[0104] After step S508, proceed to step S510.

[0105] In step S510, a set V of the current driving related information of the vehicle is recorded. For example, the current driving related information may include: the geographical location of the vehicle; the driving speed of the vehicle; the driving heading angle of the vehicle; and other driving related information that is expected to be considered.

[0106] After step S510, proceed to step S512.

[0107] After step S512, proceed to step S516.

[0108] In step S516, it is determined that the evaluation timer T d Check whether the countdown is over.

[0109] If the judgment result of step S516 is positive, the judgment and evaluation process proceeds to step S518. max With RMS max , the turbulence level L is determined by the following formula:

[0110]

[0111] If the judgment result of step S516 is negative, the judgment and evaluation process proceeds to step S528.

[0112] After step S518, proceed to step S520.

[0113] In step S520, it is determined whether the bump level L is greater than or equal to 3.

[0114] If the judgment result of step S520 is negative, the judgment and evaluation process proceeds to step S522. In step S522, the bump evaluation result is determined to be a normal bump state with the bump level L, and the set V of driving related information is stored in a manner associated with the determined normal bump state and its bump level L for later use. The stored set V of driving related information can be classified as normal bump data. Optionally, the corresponding a max With RMS max It can be stored and classified together with the stored set V of the driving related information. When the determined bump level L of the normal bump state is 1, the normal bump state is considered to have a low bump degree; when the determined bump level L of the normal bump state is 2, the normal bump state is considered to have a second lowest bump degree. The normal bump state with a bump level L of 1 and the normal bump state with a bump level L of 2 can correspond to the above-mentioned normal bump state with the lowest bump degree and the normal bump state with the second lowest bump degree, respectively.

[0115] If the judgment result of step S520 is affirmative, the judgment and evaluation process proceeds to step S524. In step S524, the bump assessment result is determined to be a dangerous bump state with the bump level L, and the set V of driving-related information is stored in a manner associated with the determined dangerous bump state and its bump level L for later use. Optionally, corresponding warning content can be specified for the determined dangerous bump state; in this case, the corresponding warning content can also be stored in a manner associated with the determined dangerous bump state and its bump level L for later use. The stored set V of driving-related information can be classified as dangerous bump data. Optionally, the corresponding a max With RMS max It can be stored and classified together with the stored set V of the driving related information. When the determined bumpiness level L of the dangerous bumpiness state is 3, the dangerous bumpiness state is considered to have a low degree of danger; when the determined bumpiness level L of the dangerous bumpiness state is 4, the dangerous bumpiness state is considered to have a medium degree of danger; when the determined bumpiness level L of the dangerous bumpiness state is 5, the dangerous bumpiness state is considered to have a high degree of danger. The dangerous bumpiness state with a bumpiness level L of 5, the dangerous bumpiness state with a bumpiness level L of 4, and the dangerous bumpiness state with a bumpiness level L of 3 can respectively correspond to the above-mentioned dangerous bumpiness state with the highest degree of danger, the dangerous bumpiness state with the second highest degree of danger, and the dangerous bumpiness state with a lower degree of danger.

[0116] After either step S522 or step S524, step S526 is performed.

[0117] In step S526, the set V is reset to an empty set, and a max and RMS max Reset to initial value (e.g., 0).

[0118] After step S526, proceed to step S528.

[0119] If the judgment result of step S506 is negative, the judgment and evaluation process proceeds to step S528.

[0120] In step S528, it is determined whether to interrupt the determination and evaluation process 500. The determination may be based on whether a predefined evaluation interruption event is detected. The evaluation interruption event may correspond to any desired or possible condition, condition or event that triggers the interruption of the evaluation process. The evaluation interruption event may be, for example but not limited to: no new vertical acceleration is received from the acceleration sensor for a predefined period of time; no new root mean square is obtained for a predefined period of time; user input indicating the interruption of the evaluation process is detected; and the like.

[0121] If the determination result of step S528 is positive, the determination and evaluation process 500 ends.

[0122] If the judgment result of step S528 is negative, the judgment and evaluation process goes to step S502.

[0123] Figure 6 A bump assessment device 600 for a vehicle according to an embodiment of the present invention is schematically shown. Figure 6 As shown, the turbulence assessment device 600 includes: a receiving unit 602 , a parameter determination unit 604 , and a judgment and assessment unit 606 .

[0124] The receiving unit 602 is configured to receive the vertical acceleration of the vehicle. In one embodiment, the receiving unit 602 is configured to receive the vertical acceleration of the vehicle from an acceleration sensor. The acceleration sensor is fixed relative to the vehicle and is configured to detect the vertical acceleration of the vehicle.

[0125] The parameter determination unit 604 is configured to periodically perform the parameter determination process until an interruption event occurs. The interruption event may correspond to any desired or possible condition, condition or event that triggers the interruption of the parameter determination process. For example, the interruption event may be predefined, such as but not limited to: a predefined time has passed since the parameter determination process was started; the acceleration sensor has not output a new vertical acceleration for a predefined time; a user input indicating the interruption of the parameter determination process is detected; and the like. The parameter determination process includes performing a first parameter determination step and a second parameter determination step within a first predetermined period until the first predetermined period ends. The first parameter determination step includes: obtaining a first set of vertical accelerations received within a recent first sub-period, and calculating a fluctuation value of the vertical accelerations in the first set as a current fluctuation limit value, the fluctuation value indicating the degree of fluctuation of the vertical accelerations in the first set. The first parameter determination step is repeated each time a new vertical acceleration is received. The recent first sub-period refers to a period with a first duration ending at the start of the current first parameter determination step. The second parameter determination step includes: obtaining a second set of vertical accelerations received in a recent second sub-period, and calculating the root mean square of the vertical accelerations in the second set as the current root mean square. The second parameter determination step is repeated each time a new vertical acceleration is received. The recent second sub-period refers to a period with a second duration ending at the start of the current second parameter determination step.

[0126] The judging and evaluating unit 606 is configured to: judge whether the absolute value of the vertical acceleration currently received is greater than the current fluctuation limit value, and if the judgment result is positive, start the evaluation process. The evaluation process includes: performing the acquisition step within the second predetermined period until the second predetermined period ends; and determining the turbulence evaluation result. The acquisition step includes: acquiring the maximum RMS of the root mean squares calculated in the second parameter determination step since the start time of starting the evaluation process max The determination of the turbulence evaluation result includes: when RMS max When the value is not less than the first root mean square threshold, a dangerous turbulence state is determined.

[0127] The present invention also provides a vehicle, comprising the bump assessment device for a vehicle according to the present invention.

[0128] It should be understood that the specific features, operations and details described above with respect to the bump assessment method of the present invention may also be similarly applied to the bump assessment device of the present invention, or vice versa. In addition, each step of the bump assessment method of the present invention described above may be performed by a corresponding component or unit of the bump assessment device of the present invention.

[0129] It should be understood that each unit of the bump assessment device of the present invention can be implemented in whole or in part by software, hardware, firmware or a combination thereof. Each of the units can be embedded in a processor of a computer device in the form of hardware or firmware or independent of the processor, or can be stored in a memory of a computer device in the form of software for the processor to call to perform the operation of each unit. Each of the units can be implemented as an independent component or module, or two or more units can be implemented as a single component or module.

[0130] It should be understood by those skilled in the art that Figure 6 The schematic diagram of the device shown in the figure is only an exemplary block diagram of a part of the structure related to the solution of the present invention, and does not constitute a limitation on the computer device, processor or computer program embodying the solution of the present invention. The specific computer device, processor or computer program may include more or fewer components or modules than shown in the figure, or combine or split certain components or modules, or have different arrangements of components or modules.

[0131] In one embodiment, a computer device is provided, which includes a memory and a processor, wherein a computer program executable by the processor is stored on the memory, and the computer program instructs the processor to execute some or all steps of the method of the present invention when executed by the processor. The computer device can be a server, a vehicle-mounted terminal, or any other electronic device with necessary computing and / or processing capabilities in a broad sense. In one embodiment, the computer device may include a processor, a memory, a network interface, a communication interface, etc. connected through a system bus. The processor of the computer device can be used to provide necessary computing, processing and / or control capabilities. The memory of the computer device may include a non-volatile storage medium and an internal memory. An operating system, a computer program, etc. may be stored in or on the non-volatile storage medium. The internal memory can provide an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface and the communication interface of the computer device can be used to connect and communicate with external devices through a network. The steps of the method of the present invention are executed by the processor.

[0132] The present invention may be implemented as a computer-readable storage medium having a computer program stored thereon, which causes some or all of the steps of the method of the present invention to be executed when executed by a processor. In one embodiment, the computer program is distributed on a plurality of computer devices or processors coupled to a network so that the computer program is stored, accessed, and executed in a distributed manner by one or more computer devices or processors. A single method step / operation, or two or more method steps / operations, may be performed by a single computer device or processor or by two or more computer devices or processors. One or more method steps / operations may be performed by one or more computer devices or processors, and one or more other method steps / operations may be performed by one or more other computer devices or processors. One or more computer devices or processors may perform a single method step / operation, or perform two or more method steps / operations.

[0133] It will be appreciated by those skilled in the art that all or part of the steps of the method of the present invention may be performed by instructing related hardware such as a computer device or a processor through a computer program, and the computer program may be stored in a non-temporary computer-readable storage medium, which causes the steps of the method of the present invention to be performed when the computer program is executed. Depending on the circumstances, any reference to memory, storage, database or other media herein may include non-volatile and / or volatile memory. Examples of non-volatile memory include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), flash memory, magnetic tape, floppy disk, magneto-optical data storage device, optical data storage device, hard disk, solid state disk, etc. Examples of volatile memory include random access memory (RAM), external cache memory, etc.

[0134] The various technical features described above can be combined arbitrarily. Although all possible combinations of these technical features are not described, any combination of these technical features should be considered to be covered by this specification as long as there is no contradiction in such combination.

[0135] Although the present invention has been described in conjunction with the embodiments, it should be understood by those skilled in the art that the above description and the accompanying drawings are only exemplary and non-restrictive, and the present invention is not limited to the disclosed embodiments. Various modifications and variations are possible without departing from the spirit of the present invention.

Claims

1. A method for assessing the jolting of a vehicle, comprising: Receive the vertical acceleration of the vehicle, periodically performing a parameter determination process until an interruption event occurs, the parameter determination process comprising performing a first parameter determination step and a second parameter determination step within a first predetermined period of time until the first predetermined period of time ends, The first parameter determination step includes: obtaining a first set of vertical accelerations received in a recent first sub-period, and calculating a fluctuation value of the vertical accelerations in the first set as a current fluctuation limit value, wherein the fluctuation value indicates a degree of fluctuation of the vertical accelerations in the first set, Whenever a new vertical acceleration is received, the first parameter determination step is repeated, The second parameter determination step includes: obtaining a second set of vertical accelerations received in a recent second sub-period, and calculating a root mean square of the vertical accelerations in the second set as a current root mean square, The second parameter determination step is repeated whenever a new vertical acceleration is received, The first sub-period and the second sub-period are shorter than the first predetermined time. Short paragraph, Determine whether the absolute value of the currently received vertical acceleration is greater than the current fluctuation limit value, and if the determination result is positive, start an evaluation process, the evaluation process comprising: The acquisition step is performed within the second predetermined period until the second predetermined period ends, the acquisition step comprising: acquiring the maximum RMS of the root mean squares calculated in the second parameter determination step since the start time of the evaluation process; max , Determine the turbulence assessment results, including: When RMS max When the value is not less than the first root mean square threshold, a dangerous turbulence state is determined.

2. The turbulence assessment method according to claim 1, wherein: The assessment process also includes: For the determined dangerous turbulence state, the corresponding warning content is specified.

3. The turbulence assessment method according to claim 1 or 2, wherein: Determining the turbulence assessment result includes: When RMS max when it is not less than a first root mean square threshold and less than a second root mean square threshold, determining a dangerous turbulence state of a lower dangerous degree, the second root mean square threshold being greater than the first root mean square threshold; When RMS max When the value is not less than the second root mean square threshold, a dangerous turbulence state with a higher degree of danger is determined.

4. The turbulence assessment method according to claim 3, wherein: The obtaining step further includes: obtaining a vertical acceleration a having a maximum absolute value among the vertical accelerations received since the start time of the evaluation process. max ,and When RMS max When the value is not less than the second root mean square threshold, determining a dangerous turbulence state with a higher degree of danger includes: When RMS max is not less than the second RMS threshold and a max When the absolute value of is not less than an acceleration threshold, a dangerous turbulence state with the highest danger level is determined; When RMS max is not less than the second RMS threshold and a max When the absolute value of is less than the acceleration threshold, a dangerous turbulence state of the second highest danger level is determined.

5. The turbulence assessment method according to claim 1 or 2, wherein: The determining of the turbulence evaluation result further includes: when the RMS max When the value is less than the first root mean square threshold, a normal turbulence state is determined, wherein for the determined normal turbulence state, an avoidance warning is specified.

6. The turbulence assessment method according to claim 1 or 2, wherein: For any of the first parameter determination steps, if the number of vertical accelerations in the first set is greater than 1, the fluctuation value of the vertical accelerations in the first set is calculated as a function f(σ) of the standard deviation σ of the vertical accelerations in the first set, Wherein, c represents a predetermined deviation, m2 is a positive constant, σ1 is a predetermined standard deviation threshold; and, For any one of the first parameter determination steps, if the number of vertical accelerations in the first set is 1, the fluctuation value of the vertical accelerations in the first set is calculated to be equal to the absolute value of the vertical accelerations in the first set.

7. The turbulence assessment method according to claim 6, wherein: c and σ1 are both equal to 2 and have the same units as the vertical acceleration, and m2 is equal to 6.

8. The turbulence assessment method according to claim 1 or 2, wherein: The receiving vehicle's vertical acceleration includes: A vertical acceleration of the vehicle is received from an acceleration sensor, wherein the acceleration sensor is fixed relative to the vehicle and is configured to detect the vertical acceleration of the vehicle.

9. The turbulence assessment method according to claim 8, wherein: The acceleration sensor periodically detects a vertical acceleration of the vehicle at a predetermined frequency.

10. A bump assessment device for a vehicle, comprising: A receiving unit configured to receive a vertical acceleration of the vehicle; a parameter determination unit configured to periodically perform a parameter determination process until an interruption event occurs, wherein the parameter determination process includes performing a first parameter determination step and a second parameter determination step within a first predetermined period of time until the first predetermined period of time ends, The first parameter determination step includes: obtaining a first set of vertical accelerations received in a recent first sub-period, and calculating a fluctuation value of the vertical accelerations in the first set as a current fluctuation limit value, wherein the fluctuation value indicates a degree of fluctuation of the vertical accelerations in the first set, Whenever a new vertical acceleration is received, the first parameter determination step is repeated, The second parameter determination step includes: obtaining a second set of vertical accelerations received in a recent second sub-period, and calculating a root mean square of the vertical accelerations in the second set as a current root mean square, The second parameter determination step is repeated whenever a new vertical acceleration is received, The first sub-period and the second sub-period are shorter than the first predetermined time. Short paragraph, The judging and evaluating unit is configured to: judge whether the absolute value of the vertical acceleration currently received is greater than the current fluctuation limit value, and if the judging result is positive, start the evaluation process, the evaluation process includes: The acquisition step is performed within the second predetermined period until the second predetermined period ends, the acquisition step comprising: acquiring the maximum RMS of the root mean squares calculated in the second parameter determination step since the start time of the evaluation process; max , Determine the turbulence assessment results, including: When RMS max When the value is not less than the first root mean square threshold, a dangerous turbulence state is determined.

11. The bump assessment device according to claim 10, wherein: The assessment process also includes: For the determined dangerous turbulence state, the corresponding warning content is specified.

12. The bump assessment device according to claim 10 or 11, wherein: Determining the turbulence assessment result includes: When RMS max when it is not less than a first root mean square threshold and less than a second root mean square threshold, determining a dangerous turbulence state of a lower dangerous degree, the second root mean square threshold being greater than the first root mean square threshold; When RMS max When the value is not less than the second root mean square threshold, a dangerous turbulence state with a higher degree of danger is determined.

13. The bump assessment device according to claim 12, wherein: The obtaining step further includes: obtaining a vertical acceleration a having a maximum absolute value among the vertical accelerations received since the start time of the evaluation process. max ,and When RMS max When the value is not less than the second root mean square threshold, determining a dangerous turbulence state with a higher degree of danger includes: When RMS max is not less than the second RMS threshold and a max When the absolute value of is not less than an acceleration threshold, a dangerous turbulence state with the highest danger level is determined; When RMS max is not less than the second RMS threshold and a max When the absolute value of is less than the acceleration threshold, a dangerous turbulence state of the second highest danger level is determined.

14. The bump assessment device according to claim 10 or 11, wherein: For any of the first parameter determination steps, if the number of vertical accelerations in the first set is greater than 1, the fluctuation value of the vertical accelerations in the first set is calculated as a function f(σ) of the standard deviation σ of the vertical accelerations in the first set, Wherein, c represents a predetermined deviation, m2 is a positive constant, σ1 is a predetermined standard deviation threshold; and, For any one of the first parameter determination steps, if the number of vertical accelerations in the first set is 1, the fluctuation value of the vertical accelerations in the first set is calculated to be equal to the absolute value of the vertical accelerations in the first set.

15. The bump assessment device according to claim 10 or 11, wherein: The receiving unit is configured to receive a vertical acceleration of the vehicle from an acceleration sensor, wherein the acceleration sensor is fixed relative to the vehicle and is configured to detect the vertical acceleration of the vehicle.

16. A vehicle comprising a pitch assessment device according to any one of claims 10-15.

17. A computer device comprising a memory and a processor, wherein the memory stores computer instructions, and when the computer instructions are executed by the processor, the method for assessing jolt according to any one of claims 1 to 9 is executed.

18. A non-transitory computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, cause the jolt assessment method according to any one of claims 1 to 9 to be performed.

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