Bump assessment method and corresponding apparatus, vehicle, computer equipment and medium

Abstract

A vehicle bump assessment method and corresponding apparatus, vehicle, equipment, and medium are provided. The method includes cyclically executing the following steps within a first predetermined time period until the end of the first predetermined time period: obtaining the vehicle vertical acceleration received within the most recent first sub-period and calculating its fluctuation value as the current fluctuation limit value; obtaining the vehicle vertical acceleration received within the most recent second sub-period and calculating its root mean square value as the current root mean square value. When the absolute value of the currently received vertical acceleration is greater than the current fluctuation limit value, the following assessment process is initiated: executing the acquisition step within a second predetermined time period until the end of the second predetermined time period, the acquisition step including obtaining the maximum of the root mean squares calculated since the initiation of the assessment process; determining a dangerous bump state when the maximum root mean square is not less than the root mean square threshold. Utilizing the solution of the present invention, bump situations requiring early warning for specific vehicles can be better screened out, while providing better applicability and economy.

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 corresponding apparatus, vehicle, computer device and non-transitory computer-readable storage medium. Background Art

[0002] During vehicle driving, road defects and unevenness may cause the vehicle to shake abnormally, become airborne and out of control, or suffer damage to the vehicle body, and even threaten personal safety.

[0003] Current road bump detection solutions involve identifying and evaluating road surface defects or unevenness through image, accelerometer, or radar data processing. While these solutions can identify road surface defects, they fail to consider the specific performance and conditions of each vehicle when evaluating bumps.

[0004] Another approach uses data from the vehicle's electronic suspension to detect road irregularities. This approach uses highly sensitive electronic suspension sensor data to measure road geometry, estimating the height or depth of road irregularities and classifying them according to their specific dimensions. While electronic suspension data can provide highly accurate information about road bumps, most vehicles are not equipped with electronic suspension due to cost and compatibility issues. Furthermore, this approach cannot account for the specific performance and conditions of individual vehicles when assessing bumps.

[0005] Existing technologies use image recognition and radar scan data to build models of possible road surface excitations and assess and predict potential vehicle bumps. However, these modeling approaches struggle to consider the applicability of bump detection solutions to various vehicles and the computational cost-effectiveness of such solutions. Furthermore, these approaches typically focus on describing road surface geometry rather than directly detecting and assessing the degree of vehicle bumps.

[0006] Furthermore, while grading the degree of turbulence is not difficult, identifying the level of dangerous turbulence that requires a warning is crucial. Numerous methods exist for providing turbulence warnings, but these warnings are often untargeted and often misidentified by most users as false triggers, compromising 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 bumpiness of a vehicle, comprising:

[0009] Receive the vertical acceleration of the vehicle,

[0010] Periodically executing a parameter determination process until an interruption event occurs, the parameter determination process comprising executing a first parameter determination step and a second parameter determination step within a first predetermined period until the first predetermined period 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 represents 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 the root mean square of the vertical accelerations in the second set as the current root mean square,

[0014] The second parameter determination step is repeated each time 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 including:

[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, the parameter determination process comprising performing a first parameter determination step and a second parameter determination step within a first predetermined period until the first predetermined period 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 represents 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 the root mean square of the vertical accelerations in the second set as the current root mean square,

[0024] The second parameter determination step is repeated each time 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 judgment and evaluation 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 affirmative, start an evaluation process, the evaluation process including:

[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, 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 performed.

[0031] The bump assessment scheme of the present invention is directly based on the vertical acceleration of the vehicle. Compared with the existing technology, 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 dangerous bump states, thereby screening out dangerous bumps that require early warning. 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 vehicle bumpiness 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 Schematically shows a flow chart of a parameter determination process according to an embodiment of the present invention;

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

[0038] Figure 6 FIG. 1 is a block diagram schematically illustrating 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 more clear, the present invention is further described below with reference to the accompanying drawings. The accompanying drawings constitute a part of this application and, together with the embodiments of the present invention, are used to illustrate the present invention. For the purpose of clarity and simplicity, detailed descriptions of known functions and structures of the devices, apparatuses 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 merely illustrative and non-restrictive.

[0040] The features described herein may be embodied in different forms and should not be construed as limited to the embodiments described herein. Rather, the embodiments described herein are provided merely to illustrate some of the many possible ways to implement the devices and / or systems described herein, which will be apparent after understanding the disclosure of this 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. Rather, these terms are used merely to distinguish one component, part, portion, or element from another component, part, portion, or element. Thus, a first component, part, portion, or element referred to herein may also be referred to as a second component, part, portion, or element without departing from the teachings of the present invention.

[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 orientations 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 "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 intended 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 preclude 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 it is not necessary to adopt the specific details to practice the present invention. In other cases, well-known steps or operations are not described in detail to avoid obscuring the present invention.

[0046] Figure 1 The following schematically shows a method 100 for evaluating the bumpiness of a vehicle according to an embodiment of the present invention. Figure 1 As shown, the turbulence evaluation method includes: a receiving step S102, a parameter determination process S104, and a judgment and evaluation 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 a 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 positive, negative, or zero. Advantageously, the acceleration sensor is fixed relative to the vehicle. The acceleration sensor can be installed at any suitable location 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 the vertical acceleration a of the vehicle detected by the acceleration sensor. v , where the vertical direction corresponds to the up-down direction of the axis where the arrow is located.

[0048] It is advantageous, but not required, for the acceleration sensor to periodically detect and output the vehicle's vertical acceleration at a predetermined frequency. The predetermined frequency can be appropriately selected depending on the circumstances. Typically, the acceleration sensor's detection and output frequencies are no less than 60 Hz, and preferably greater than 200 Hz. Advantageously, the vertical acceleration output by the acceleration sensor is in the form of digital data; however, this is not required. If the vertical acceleration output by the acceleration sensor is non-digital data, the acceleration sensor output data can be adjusted to a desired format, such as digital data, through appropriate mathematical calculations or conversion mechanisms.

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

[0050] The first parameter determination step S1042 includes obtaining a first set of vertical accelerations received within a most 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 represents 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 most recent first sub-period is a period of time with a first duration that ends 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 within a most recent second sub-period, and calculating the root mean square (RMS) of the vertical accelerations in the second set as the current RMS. The second parameter determination step is repeated each time a new vertical acceleration is received. The most recent second sub-period refers to a period of time having a second duration that ends at the start of the current second parameter determination step. Root mean square (RMS) is a term well known in the art. According to the definition of RMS, the RMS is calculated using 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 is contemplated 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 may be several times the first duration of the first sub-period, or several times the second duration of the second sub-period. Depending on the circumstances, the first duration and the second duration may 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 may be initiated simultaneously at the start of that 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 the 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: obtaining the maximum RMS of the root mean squares calculated in the second parameter determination step S1044 from the start time of starting the evaluation process S1064. max The determination of the bump evaluation result S10644 includes: when RMS max When the value is not less than the first root mean square threshold, a dangerous bumpy state is determined. Here, the root mean square 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 can be appropriately determined according to circumstances. In this regard, various possible factors can be considered, such as, but not limited to, the vehicle's speed, the detection frequency of the acceleration sensor, the vehicle's own anti-bumping performance, etc. Depending on circumstances, the first predetermined period and the second predetermined period can 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 root mean square threshold and less than the second root mean square threshold, determining a dangerous turbulence state of lower danger 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 degree of danger may include: when the RMS max is not less than the second RMS threshold and a maxWhen the absolute value of RMS is not less than an acceleration threshold, the dangerous turbulence state with the highest danger level is determined; and when 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 bumpy 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 that can be appropriately determined according to the situation. For another example, in one embodiment, the function f(σ) is as follows:

[0065]

[0066] Wherein, c represents a predetermined deviation, has the same unit as the vertical acceleration, and can be appropriately determined according to the situation; m2 is a positive constant, and can be appropriately determined according to the situation; σ1 is a standard deviation threshold, 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 assessment process S1064 further includes: recording driving-related information of the vehicle at the time of initiation of the assessment process S106; and storing the driving-related information in association with the determined dangerous bump state. The driving-related information may include various possible or desired driving-related information, including, for example, but not limited to, at least one of the following: the geographic 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 further contemplates specifying corresponding warning content for a determined dangerous bumpy state and storing the corresponding warning content in association with the determined dangerous bumpy state. In one embodiment, for a dangerous bumpy state of lower risk, the corresponding warning content may include a driving recommendation to slow down and proceed according to conditions. Here, "slow down and proceed according to conditions" can be broadly understood as slowing down and proceeding when specified conditions are met. The "specified conditions" can be appropriately determined based on the circumstances and are not limited herein. As an example, in one embodiment, the specified conditions include the vehicle speed exceeding a speed threshold. In this case, "slowing down and proceeding according to conditions" means slowing down and proceeding when the vehicle speed exceeds the speed threshold. A dangerous bumpy state of lower risk may refer to a bumpy state of a degree that could cause severe impact to the vehicle, potentially damaging the vehicle's travel system (e.g., tires, wheels, suspension system, etc.), but with a low probability of causing vehicle loss of control. The corresponding warning content may optionally include information indicating this level of bumpy state. For a dangerous bumpy state of the second highest risk, the corresponding warning content may include a driving recommendation to slow down and proceed. The second-highest level of dangerous turbulence may refer to a turbulence that could cause the vehicle to become airborne or severely impact the vehicle, putting it at risk of losing control; the corresponding warning content may optionally include information indicating this level of turbulence. For the highest level of dangerous turbulence, the corresponding warning content may include a driving recommendation to take a detour. The highest level of dangerous turbulence may refer to a turbulence that could cause an impact on the vehicle body and damage the vehicle chassis; the corresponding warning content may optionally include information indicating this level of turbulence.

[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 judgment result is affirmative, providing an alarm to indicate the dangerous bumpy state associated with the stored driving-related information and / or the warning content corresponding to the dangerous bumpy state. The alarm can be in various possible forms, such as but not limited to visual, auditory alarms, etc. In one embodiment, the alarm includes information indicating the geographical location where the associated dangerous bumpy state is present (for example, in the form of a place mark in the navigation screen) and information indicating the driving suggestions included in the corresponding warning content, and may optionally include information indicating the corresponding degree of bumpy state.

[0071] The method of the present invention further contemplates that determining the turbulence assessment result further comprises: when the RMS max When the RMS value is less than the first root mean square 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 value is less than the first RMS threshold value but not less than the third RMS threshold value, a normal turbulence state of the second lowest turbulence degree is determined; and when the RMS value is less than the first RMS threshold value but not less than the third RMS threshold value, a normal turbulence state of the second lowest turbulence degree is determined; and maxWhen the vehicle speed is less than the third RMS threshold, a normal bumpy state with the lowest level of bumpiness is determined. Here, the third RMS threshold is less than the first RMS threshold. According to the present invention, for a normal bumpy state, a warning is avoided, meaning no warning is required, to avoid unnecessary warnings. In one embodiment, for a normal bumpy state with a second-lowest level of bumpiness, a conditional alert is provided. Here, "conditional alert" can be broadly understood as providing an alert when a specified condition is met. The "specified condition" can be determined appropriately based on the situation and is not limited herein. As an example, in one embodiment, the specified condition includes the vehicle speed exceeding a speed threshold. In this case, "conditional alert" means providing an alert when the vehicle speed exceeds the speed threshold. A normal bumpy state with a second-lowest level of bumpiness may refer to a level of bumpy state that may cause the vehicle to experience abnormal bumpy conditions, potentially causing noticeable discomfort to occupants (driver and / or passengers), but will not cause significant damage to the vehicle, even if the vehicle repeatedly experiences this level of bumpy state, such as repeatedly traveling along a road section exhibiting this level of bumpy state. In one embodiment, the reminder information is provided in a manner that avoids disturbing the vehicle occupants, for example, the reminder information is displayed (for example, in text form) 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 bump assessment method 300 according to an embodiment of the present invention can be performed in parallel. Of course, as mentioned 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 vehicle's vertical acceleration involved in the method of the present invention is a vertical acceleration that does not include the vehicle's acceleration in the vertical direction caused by the Earth's gravity; however, this is not required. The vehicle's vertical acceleration detected by the acceleration sensor can be either the vertical acceleration from which the acceleration in the vertical direction caused by the Earth's gravity is removed, or the vertical acceleration from which the acceleration in the vertical direction caused by the Earth's gravity is not removed. In the latter case, if desired, the original value of the vehicle's vertical acceleration detected by the acceleration sensor can be corrected by subtracting the vehicle's acceleration in the vertical direction caused by the Earth's gravity from the original value.

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

[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 the countdown will start 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 within 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 In m / s 2 As a 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 set of S , and calculate the set A S The fluctuation value S of the vertical acceleration in 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 data that are more than t away from the current time. S The vertical acceleration received at the historical moment of . 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 set of 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 data that are more than t away from the current time. R The vertical acceleration received at the historical moment of . In this way, the set A is updated cyclically R And calculate the new RMS as the current RMS. R The duration of the 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. This 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 affirmative, 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 In m / s 2 As a 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-assessment timer T is recorded. d The vertical acceleration a received from the acceleration sensor when it is 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 to be a max .

[0099] In step S5124, the self-assessment 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 result of the judgment in 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 set fixed time countdown ends, the current timing ends. d The time of each countdown can be the same or different, preferably in seconds. d The length of the countdown time can be selected appropriately. 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 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 vehicle's current driving-related information is recorded. For example, the current driving-related information may include: the vehicle's geographical location; the vehicle's driving speed; the vehicle's driving heading angle; and other driving-related information that is desired to be considered.

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

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

[0108] In step S516, the evaluation timer T is determined. 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 of driving related information V is stored in a manner associated with the determined normal bump state and its bump level L for later use. The stored set of driving related information V can be classified as normal bump data. Optionally, the corresponding a max With RMS max The information may be stored and categorized together with the stored set V of driving-related information. When the determined bumpiness level L of the normal bumpiness state is 1, the normal bumpiness state is considered to have a low bumpiness level; when the determined bumpiness level L of the normal bumpiness state is 2, the normal bumpiness state is considered to have a second-lowest bumpiness level. The normal bumpiness state with a bumpiness level L of 1 and the normal bumpiness state with a bumpiness level L of 2 may correspond to the normal bumpiness state with the lowest bumpiness level and the normal bumpiness state with the second-lowest bumpiness level, 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 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 (for example, 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] At step S528, a determination is made as to whether to interrupt the determination and evaluation process 500. This 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. Examples of such interruption events include, but are not limited to: failure to receive a new vertical acceleration from the acceleration sensor for a predefined period of time; failure to obtain a new root mean square value for a predefined period of time; detection of a user input indicating interruption of the evaluation process; 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 The diagram schematically shows a bump assessment device 600 for a vehicle according to an embodiment of the present invention. Figure 6 As shown, the bump 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] Parameter determination unit 604 is configured to periodically execute the parameter determination process until an interruption event occurs. The interruption event can correspond to any desired or possible condition, condition, or event that triggers the interruption of the parameter determination process. For example, the interruption event can be predefined, such as, but not limited to: a predefined period of time has elapsed since the parameter determination process was initiated; the acceleration sensor has not output a new vertical acceleration for a predefined period of time; a user input indicating the interruption of the parameter determination process is detected; and so on. The parameter determination process includes executing 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 most 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 representing 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 most recent first sub-period refers to a period of time having a first duration that ends at the start of the current first parameter determination step. The second parameter determination step includes obtaining a second set of vertical accelerations received within a most recent second sub-period and calculating a root mean square (RMS) of the vertical accelerations in the second set as a current RMS. The second parameter determination step is repeated each time a new vertical acceleration is received. The most recent second sub-period is a period of time having a second duration that ends at the start of the current second parameter determination step.

[0126] The determination and evaluation unit 606 is configured to 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, initiate an evaluation process. The evaluation process includes: executing an acquisition step within a second predetermined period until the second predetermined period ends; and determining a turbulence evaluation result. The acquisition step includes: acquiring the maximum RMS value of the root mean squares calculated in the second parameter determination step since the start time of 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 including 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 hereinabove with respect to the pitch assessment method of the present invention may also be similarly applied to the pitch assessment device of the present invention, and vice versa. Furthermore, each step of the pitch assessment method of the present invention described above may be performed by a corresponding component or unit of the pitch assessment device of the present invention.

[0129] It should be understood that the various units of the bump assessment device of the present invention may be implemented in whole or in part via software, hardware, firmware, or a combination thereof. Each of these units may be embedded in a computer device's processor or independent of the processor in the form of hardware or firmware, or may be stored in a computer device's memory in the form of software for the processor to invoke and execute the operations of each unit. Each of these units may be implemented as an independent component or module, or two or more units may be implemented as a single component or module.

[0130] It should be understood by those skilled in the art that Figure 6 The schematic diagrams of the devices shown are merely illustrative block diagrams of portions of the structure related to the solutions of the present invention and do not limit the computer devices, processors, or computer programs that embody the solutions of the present invention. Specific computer devices, processors, or computer programs may include more or fewer components or modules than shown in the diagrams, or may combine or disassemble certain components or modules, or may have different arrangements of components or modules.

[0131] In one embodiment, a computer device is provided, comprising a memory and a processor, wherein the memory stores a computer program executable by the processor, and when executed by the processor, the computer program instructs the processor to perform some or all of the steps of the method of the present invention. The computer device can be broadly defined as a server, an in-vehicle terminal, or any other electronic device with the necessary computing and / or processing capabilities. In one embodiment, the computer device can include a processor, memory, a network interface, a communication interface, etc. connected via a system bus. The processor of the computer device can be used to provide the necessary computing, processing, and / or control capabilities. The memory of the computer device can include a non-volatile storage medium and an internal memory. An operating system, a computer program, etc. can 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 computer program in the non-volatile storage medium. The network interface and communication interface of the computer device can be used to connect to and communicate with external devices via a network. When the computer program is executed by the processor, the steps of the method of the present invention are performed.

[0132] The present invention can be implemented as a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, causes some or all of the steps of the method of the present invention to be performed. 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, can be performed by a single computer device or processor or by two or more computer devices or processors. One or more method steps / operations can be performed by one or more computer devices or processors, and one or more other method steps / operations can be performed by one or more other computer devices or processors. One or more computer devices or processors can perform a single method step / operation, or perform two or more method steps / operations.

[0133] It will be understood by those skilled in the art that all or part of the steps of the method of the present invention can be performed by instructing relevant hardware such as a computer device or a processor through a computer program, and the computer program can be stored in a non-transitory 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 not all possible combinations of these technical features are described, any combination of these technical features should be considered to be covered by this specification as long as such combination does not conflict.

[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 vehicle bumpiness, comprising: Receive the vertical acceleration of the vehicle, Periodically executing a parameter determination process until an interruption event occurs, the parameter determination process comprising executing 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 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 represents 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 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 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 including: 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 bump 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 bump assessment method according to claim 1 or 2, wherein: Determining the turbulence assessment result includes: When RMS max a dangerous turbulence state of lower danger level is determined when the value is not less than a first root mean square threshold and less than a second root mean square threshold, wherein the second root mean square threshold is 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 bump 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 bumpy state of the second highest danger level is determined.

5. The bump 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 bump 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 bump 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 bump assessment method according to claim 1 or 2, wherein: The receiving vehicle 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 bump assessment method according to claim 8, wherein: The acceleration sensor periodically detects vertical acceleration of the vehicle at a predetermined frequency.

10. A vehicle bump assessment device, 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, the parameter determination process comprising 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 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 represents 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 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 first sub-period and the second sub-period are shorter than the first predetermined time. Short paragraph, The judgment and evaluation 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 affirmative, start an evaluation process, the evaluation process including: 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 a dangerous turbulence state of lower danger level is determined when the value is not less than a first root mean square threshold and less than a second root mean square threshold, wherein the second root mean square threshold is 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 bumpy 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 configured to detect the vertical acceleration of the vehicle.

16. A vehicle comprising the pitch assessment device according to any one of claims 10 to 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 jolt assessment method according to claim 1 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 claim 1 to be performed.

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