Vehicle bumping state detection method, device, equipment, medium and program

Abstract

The invention discloses a vehicle bumping state detection method, device and equipment, a medium and a program, and belongs to the technical field of vehicles. The method comprises the steps that target dynamic parameters of a vehicle are collected through multiple sensors, and the multiple sensors comprise an inertial measurement unit and a wheel speed sensor; acquiring a driving state of the vehicle at the acquisition time of the target dynamic parameter; under the condition that the driving state belongs to a preset driving state, the target dynamic parameter is abandoned, the preset driving state comprises at least one of a turning state and a target acceleration and deceleration state, and the absolute value of the acceleration corresponding to the target acceleration and deceleration state is larger than a preset value; and under the condition that the driving state does not belong to the preset driving state, determining a bumping state detection result of the vehicle according to the target dynamic parameter. The bumping state of the vehicle can be accurately detected.

Description

Technical Field

[0001] This application belongs to the technical field of vehicles, and particularly relates to a vehicle bump state detection method, device, equipment, medium and program. Background Art

[0002] Pits, depressions, cracks, etc. caused by road surface damage, as well as upward convex obstacles such as speed bumps and arch bridges, and bridge holes, etc., will all cause vehicle bumps.

[0003] Vehicle bumps are likely to cause drivers to make misoperations, thereby increasing safety risks. Moreover, due to severe bumps, the failure rate of vehicles will also increase significantly. It can be seen that when a vehicle is driving, it is very necessary to determine whether the vehicle has bumps. Therefore, there is an urgent need for a vehicle bump detection method that can accurately detect the bump state of the vehicle, that is, whether the vehicle has bumps. Summary of the Invention

[0004] Embodiments of this application provide a vehicle bump state detection method, device, equipment, medium and program, which can accurately detect the bump state of the vehicle.

[0005] In a first aspect, embodiments of this application provide a vehicle bump state detection method, the method including: collecting target dynamic parameters of the vehicle through multiple sensors, where the multiple sensors include an inertial measurement unit and a wheel speed sensor; obtaining the driving state of the vehicle at the acquisition time of the target dynamic parameters; in the case where the driving state belongs to a preset driving state, discarding the target dynamic parameters, where the preset driving state includes at least one of a turning state and a target acceleration / deceleration state, and the absolute value of the acceleration corresponding to the target acceleration / deceleration state is greater than a preset value; in the case where the driving state does not belong to the preset driving state, determining a bump state detection result of the vehicle according to the target dynamic parameters.

[0006] In a second aspect, embodiments of this application provide a vehicle bump state detection device, the device including: a collection module, configured to collect target dynamic parameters of the vehicle through multiple sensors, where the multiple sensors include an inertial measurement unit and a wheel speed sensor; an obtaining module, configured to obtain the driving state of the vehicle at the acquisition time of the target dynamic parameters; a discarding module, configured to discard the target dynamic parameters in the case where the driving state belongs to a preset driving state, where the preset driving state includes at least one of a turning state and a target acceleration / deceleration state, and the absolute value of the acceleration corresponding to the target acceleration / deceleration state is greater than a preset value; a determining module, configured to determine a bump state detection result of the vehicle according to the target dynamic parameters in the case where the driving state does not belong to the preset driving state.

[0007] In a third aspect, an embodiment of the present application provides a vehicle bump state detection device, which includes: a processor and a memory storing computer program instructions; when the processor executes the computer program instructions, the vehicle bump state detection method as in the first aspect is implemented.

[0008] In a fourth aspect, an embodiment of the present application provides a computer storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the vehicle bump state detection method as in the first aspect is implemented.

[0009] In a fifth aspect, an embodiment of the present application provides a computer program. When the instructions in the computer program are executed by a processor of an electronic device, the electronic device is caused to execute the vehicle bump state detection method as in the first aspect.

[0010] In the embodiments of the present application, target dynamic parameters of the vehicle can be collected through multiple sensors, such as an inertial measurement unit and a wheel speed sensor. At the same time, the driving state of the vehicle can be obtained. If the driving state of the vehicle belongs to a preset driving state, the collected target dynamic parameters are discarded; if the driving state of the vehicle does not belong to the preset driving state, the bump state detection result of the vehicle can be determined based on the collected target dynamic parameters, where the preset driving state may include at least one of a turning state and a target acceleration / deceleration state. It can be seen that in the embodiments of the present application, on the one hand, the bump state of the vehicle is determined through the target dynamic parameters collected by multiple sensors, so that the detection of the bump state of the vehicle integrates the signals collected by multiple sensors, thereby improving the detection accuracy of the bump state of the vehicle; on the other hand, the driving state of the vehicle is further combined to determine the effectiveness of the collected target dynamic parameters. For the target dynamic parameters collected by the sensor in the preset driving state, they can be discarded. In this way, the interference of vehicle turning or acceleration / deceleration on the bump state of the vehicle can be reduced or even eliminated, significantly reducing the false judgment rate of bump detection and further improving the accuracy of the bump state of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required to be used in the embodiments of the present application. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings without creative efforts.

[0012] Figure 1 is a flowchart of the vehicle bump state detection method provided by the embodiment of the present application;

[0013] Figure 2 is a schematic diagram of the system hardware structure of the vehicle bump detection device provided by the embodiment of the present application;

[0014] Figure 3It is a schematic structural diagram of a vehicle bump state detection device provided by an embodiment of the present application;

[0015] Figure 4 It is a schematic structural diagram of a vehicle bump state detection device provided by an embodiment of the present application. Detailed implementation manners

[0016] The features and exemplary embodiments of various aspects of the present application will be described in detail below. For the purpose of making the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than limiting the present application. For those skilled in the art, the present application can be implemented without some of these specific details. The following description of the embodiments is only intended to provide a better understanding of the present application by showing examples of the present application.

[0017] It should be noted that, in this document, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, such that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, elements defined by the statement "including..." do not exclude the existence of additional identical elements in the process, method, article or device including the said elements.

[0018] The vehicle bump state detection method provided by the embodiments of the present application can be applied to a vehicle bump state detection device, where the vehicle bump state detection device can be a vehicle or an in-vehicle terminal. In practical applications, the vehicle bump state detection method can be executed by the vehicle bump state detection device, or can be executed by components of the vehicle bump state detection device, such as the processor, chip, or chip system of the vehicle bump state detection device, etc., and can also be implemented by a logic module or software that implements all or part of the functions of the vehicle bump state detection device.

[0019] The vehicle bump state detection method provided by the embodiments of the present application will be described in detail below with reference to the accompanying drawings through some embodiments and their application scenarios.

[0020] See Figure 1 , Figure 1 It is a schematic flow diagram of the vehicle bump state detection method provided by the embodiments of the present application. As Figure 1As shown, the vehicle bump state detection method may include the following steps:

[0021] Step 101: Collect target dynamic parameters of the vehicle through multiple sensors, where the multiple sensors include an inertial measurement unit and a wheel speed sensor.

[0022] In the embodiments of the present application, the multiple sensors may but are not limited to including an inertial measurement unit (IMU) and a wheel speed sensor. Specifically, when implemented, the sensors in the multiple sensors may be integrated on the vehicle or on the vehicle-mounted terminal, which can be determined according to actual needs, and the embodiments of the present application do not limit this.

[0023] The target dynamic parameters of the vehicle can reflect the motion state and dynamic behavior of the vehicle during driving, and may but are not limited to including the first dynamic parameters collected by the IMU and the second dynamic parameters collected by the wheel speed sensor. Further, the first dynamic parameters may include at least one of the following: vertical acceleration (Z-axis, the vertical direction of the ground) signal and pitch angular velocity (Pitch) signal; the second dynamic parameters may include wheel speed signals, and the wheel speed signals may include at least one of the following: wheel speed signals of each wheel of the vehicle; average wheel speed signal of the wheels of the vehicle.

[0024] In the embodiments of the present application, an a signal can be understood as a time series data that records the change of a over time. The a signal can be continuous or discrete, where a can be vertical acceleration, pitch angular velocity, or wheel speed, etc.

[0025] Step 102: Obtain the driving state of the vehicle at the acquisition time of the target dynamic parameters.

[0026] That is, in the embodiments of the present application, while collecting the target dynamic parameters of the vehicle through multiple sensors, the driving state of the vehicle can also be monitored synchronously.

[0027] Specifically, when implemented, the driving state of the vehicle can be divided into two categories: preset driving state and non-preset driving state.

[0028] In the embodiments of the present application, the preset driving states may include some or all of the driving states that are likely to interfere with the detection of sensors among multiple sensors. Therefore, in practical applications, the preset driving states can be determined according to the characteristics of each sensor among the multiple sensors. Among them, the driving states that interfere with the detection of sensors can be understood as: such driving states will affect the signals collected by the sensors, resulting in the signals collected by the sensors being unable to accurately reflect the bump state of the vehicle, and further causing a high misjudgment rate when using the signals collected by the sensors in this driving state to judge the bump state of the vehicle. For example, although the vehicle does not actually experience bumps, due to the vehicle being in the preset driving state, the signals collected by the sensors mutate, and it is misjudged that the vehicle has bumps.

[0029] In some embodiments, considering that the detection of the IMU is easily interfered by vehicle acceleration, deceleration, or turning, the preset driving states may include, but are not limited to, at least one of the turning state and the target acceleration / deceleration state. The absolute value of the acceleration corresponding to the target acceleration / deceleration state is greater than the preset value, indicating that the rate of change of the vehicle's speed is large, and the vehicle is in a rapid deceleration state. Therefore, the target acceleration / deceleration state can also be referred to as the rapid deceleration state.

[0030] Based on this, it is possible to determine whether the target dynamic parameters collected by the sensors are reliable by determining whether the driving state of the vehicle belongs to the preset driving state, and then decide whether the target dynamic parameters collected by the sensors are valid, and perform corresponding operations.

[0031] It can be understood that when the driving state of the vehicle belongs to the preset driving state, the target dynamic parameters collected by the sensors at this time are affected by the preset driving state and cannot accurately reflect the bump state of the vehicle, and their reliability is low. If the target dynamic parameters collected by the sensors at this time are used to judge the bump state of the vehicle, misjudgment is likely to occur. Therefore, the target dynamic parameters collected by the sensors in this driving state can be regarded as invalid dynamic parameters, and step 103 is executed. In this way, it is possible to avoid using invalid dynamic parameters to determine the bump state of the vehicle, thereby reducing or even eliminating the interference of the preset driving state on the detection of the vehicle's bump state, significantly reducing the misjudgment rate of bump detection, and further improving the accuracy of vehicle bump state detection.

[0032] When the driving state of the vehicle does not belong to the preset driving state, the target dynamic parameters collected by the sensors at this time can accurately reflect the bump state of the vehicle, and their reliability is high. Therefore, the target dynamic parameters collected by the sensors in this driving state can be regarded as valid dynamic parameters, and step 104 is executed. In this way, by using the valid dynamic parameters collected by multiple sensors to determine the bump state of the vehicle, the detection of the bump state of the vehicle integrates the signals collected by multiple sensors, thereby improving the detection accuracy of the bump state of the vehicle.

[0033] Step 103: When the driving state belongs to a preset driving state, discard the target dynamic parameter, where the preset driving state includes at least one of a turning state and a target acceleration / deceleration state, and the absolute value of the acceleration corresponding to the target acceleration / deceleration state is greater than a preset value.

[0034] In Step 103, if the driving state of the vehicle belongs to the preset driving state, it can be determined that the reliability of the target dynamic parameter collected by the sensor in this state is relatively low. Therefore, it can be discarded and not used to judge the bump state of the vehicle. In this way, the false positive rate of bump detection can be reduced, thereby improving the accuracy of vehicle bump state detection.

[0035] Specifically, discarding the target dynamic parameter can be manifested as: not using the target dynamic parameter, or deleting the target dynamic parameter, which can be specifically set according to actual needs, and the embodiments of the present application do not limit this.

[0036] Step 104: When the driving state does not belong to the preset driving state, determine the detection result of the vehicle's bump state according to the target dynamic parameter.

[0037] In Step 104, if the driving state of the vehicle does not belong to the preset driving state, it can be determined that the reliability of the target dynamic parameter collected by the sensor in this state is relatively high, and it can be used to judge the bump state of the vehicle. For the specific implementation, reference can be made to the following related descriptions, and no specific description is provided here. It can be seen that the detection of the vehicle's bump state integrates the signals collected by multiple sensors, thereby improving the detection accuracy of the vehicle's bump state.

[0038] The vehicle bump state detection method according to the embodiments of the present application can collect the target dynamic parameters of the vehicle through multiple sensors, such as an inertial measurement unit and a wheel speed sensor. At the same time, the driving state of the vehicle can be obtained. If the driving state of the vehicle belongs to the preset driving state, the collected target dynamic parameter is discarded; if the driving state of the vehicle does not belong to the preset driving state, the detection result of the vehicle's bump state can be determined based on the collected target dynamic parameter, where the preset driving state can include at least one of a turning state and a target acceleration / deceleration state. It can be seen that, on the one hand, the embodiments of the present application determine the bump state of the vehicle through the target dynamic parameters collected by multiple sensors, so that the detection of the vehicle's bump state integrates the signals collected by multiple sensors, thereby improving the detection accuracy of the vehicle's bump state; on the other hand, the driving state of the vehicle is further combined to determine the validity of the collected target dynamic parameter. For the target dynamic parameter collected by the sensor in the preset driving state, it can be discarded, so that the interference of vehicle turning or acceleration / deceleration on the vehicle's bump state can be reduced or even eliminated, the false positive rate of bump detection can be significantly reduced, and the accuracy of the vehicle's bump state can be further improved.

[0039] The determination of the detection result of the vehicle's bump state will be specifically described below.

[0040] In some embodiments, the target dynamic parameters may include the vertical acceleration signal collected by the inertial measurement unit and the wheel speed signal collected by the wheel speed sensor.

[0041] Determining the detection result of the vehicle's bump state based on the target dynamic parameters may include:

[0042] Determining the vertical acceleration energy integral value of the vehicle according to the vertical acceleration signal.

[0043] Determining the wheel speed change rate of the vehicle according to the wheel speed signal.

[0044] When the first information satisfies the first condition, the detection result of the bump state is that the vehicle is in a bump state; wherein, the first information includes the acceleration energy integral value and the wheel speed change rate; the first condition includes: the acceleration energy integral value is greater than the first threshold, and the wheel speed change rate is greater than the second threshold.

[0045] When the first information does not satisfy the first condition, the detection result of the bump state is that the vehicle is not in a bump state.

[0046] The detection result of the vehicle's bump state can be expressed as: the vehicle has bumps, that is, the vehicle is in a bump state; or, the vehicle has no bumps, that is, the vehicle is not in a bump state. It can be understood that the detection result of the vehicle's bump state matches the driving road surface of the vehicle. When the vehicle is driving on a bumpy road surface, the vehicle is in a bump state; when the vehicle is driving on a flat road surface, the vehicle is not in a bump state.

[0047] When the vehicle is driving on a flat road surface, the vertical acceleration is small and usually close to zero. When the vehicle is driving on a bumpy road surface, the vertical acceleration will increase significantly, and the acceleration value will fluctuate within a certain range. For example, when the vehicle passes over a speed bump, the body will produce a sudden change in acceleration in the vertical direction. On a bumpy road surface, the vertical acceleration signal of the vehicle contains more high-frequency components, and these high-frequency components correspond to larger energy integral values. For example, when the vehicle passes over bumpy road surfaces of different grades, the energy integral value of its vertical acceleration will increase significantly with the increase in road surface unevenness. Therefore, in these embodiments, the vertical acceleration energy integral value of the vehicle can be calculated according to the vertical acceleration signal collected by the IMU, and by analyzing the energy integral of the vertical acceleration, the detection result of the vehicle's bump state can be determined. Among them, the vertical acceleration energy integral value of the vehicle can be used to reflect the energy distribution of the vehicle at different frequency components, and it is positively correlated with the bump degree of the vehicle, that is: the larger the vertical acceleration energy integral value of the vehicle, the higher the bump degree, and vice versa, the lower the bump degree.

[0048] When the vehicle is driving on a bumpy road surface, the wheels will be impacted by the unevenness of the road surface, resulting in a rapid change in the wheel speed. On a bumpy road surface, the amplitude of the wheel speed change rate will increase significantly. Therefore, in these embodiments, the wheel speed change rate of the vehicle can be calculated based on the wheel speed signal, and by analyzing the wheel speed change rate, the detection result of the bumpy state of the vehicle can be determined, where the wheel speed change rate is positively correlated with the bumpy degree of the vehicle, that is: the greater the wheel speed change rate, the higher the bumpy degree, and vice versa, the lower the bumpy degree.

[0049] In specific implementation, the vertical acceleration energy integral value of the vehicle and the wheel speed change rate of the vehicle can be combined to determine the detection result of the bumpy state of the vehicle. In this way, the detection of the bumpy state of the vehicle can integrate the signals collected by multiple sensors, reducing the misjudgment of the bumpy state of the vehicle caused by the unreliable detection of one sensor, thereby improving the detection accuracy of the bumpy state of the vehicle.

[0050] As can be seen from the above, the vertical acceleration energy integral value and the wheel speed change rate of the vehicle are positively correlated with the bumpy degree of the vehicle. Therefore, a first threshold corresponding to the vertical acceleration energy integral value of the vehicle and a second threshold corresponding to the wheel speed change rate of the vehicle can be preset to measure whether the vehicle has bumps. The first threshold and the second threshold can be set based on actual needs, and the embodiments of the present application do not limit this. In one example, the first threshold can be set to 0.3 acceleration power spectral density (g2 / Hz), and the second threshold can be set to 20 radians per second squared (rad / s 2 )

[0051] Specifically, if the vertical acceleration energy integral value of the vehicle is greater than the first threshold and the wheel speed change rate of the vehicle is greater than the second threshold, it can be determined that the vehicle has bumps, that is, it is determined that the vehicle is in a bumpy state. Conversely, it can be determined that the vehicle has no bumps.

[0052] In the above embodiments, on the one hand, the acceleration energy integral value of the vehicle can be calculated based on the vertical acceleration signal collected by the IMU, and on the other hand, the wheel speed change rate of the vehicle can be calculated based on the wheel speed signal. Then, the vertical acceleration energy integral value of the vehicle and the wheel speed change rate of the vehicle are combined to determine the detection result of the bumpy state of the vehicle. In this way, the detection of the bumpy state of the vehicle can integrate the signals collected by multiple sensors, reducing the misjudgment of the bumpy state of the vehicle caused by the unreliable detection of one sensor, thereby improving the detection accuracy of the bumpy state of the vehicle.

[0053] In some other embodiments, further, in addition to the above-mentioned vertical acceleration signal and wheel speed signal, the target dynamic parameter may further include a pitch angular velocity signal collected by an inertial measurement unit; the first information may further include a pitch angular velocity signal collected by the inertial measurement unit in addition to the acceleration energy integral value and the wheel speed change rate; correspondingly, the first condition may further include: the absolute value of the pitch angular velocity signal is less than or equal to a third threshold.

[0054] When the vehicle accelerates, due to inertia, the center of gravity of the vehicle will move forward, causing the front of the vehicle body to sink and the rear to lift, thus generating a pitch angular velocity. This pitch angular velocity is usually positive, indicating that the front end of the vehicle is tilted downward; when the vehicle decelerates, the center of gravity moves backward, the rear of the vehicle body sinks, and the front end lifts, generating a negative pitch angular velocity, indicating that the front end of the vehicle is lifted upward. Therefore, it is possible to determine whether the vehicle is in the target acceleration or deceleration state through the pitch angular velocity signal collected by the IMU. It can be understood that, among them, the absolute value of the pitch angular velocity signal collected by the IMU is positively correlated with the absolute value of the vehicle's acceleration, that is: the greater the absolute value of the vehicle's acceleration, the greater the absolute value of the pitch angular velocity signal, and vice versa, the smaller the absolute value of the pitch angular velocity signal.

[0055] In specific implementation, a third threshold corresponding to the pitch angular velocity signal can be preset in advance to measure whether the vehicle is in the target acceleration or deceleration state. The third threshold can be set based on actual requirements. In one example, the third threshold can be any value between 2 and 5 degrees.

[0056] Specifically, if the absolute value of the pitch angular velocity signal is greater than the third threshold, it can be determined that the vehicle is in the target acceleration or deceleration state. Conversely, it can be determined that the vehicle is not in the target acceleration or deceleration state.

[0057] As can be seen from the foregoing content, if the vehicle is in the target acceleration or deceleration state, the signal collected by the IMU will be affected by the acceleration and deceleration of the vehicle, and the reliability is not high. Therefore, in these embodiments, the pitch angular velocity signal collected by the IMU can be further combined to detect and jointly determine the vehicle bump state.

[0058] In specific implementation, if the vertical acceleration energy integral value of the vehicle is greater than the first threshold, the wheel speed change rate of the vehicle is greater than the second threshold, and the absolute value of the pitch angular velocity signal is less than or equal to the third threshold, it can be determined that the vehicle has experienced bumps, that is, it is determined that the vehicle is in a bump state. Conversely, it can be determined that the vehicle has not experienced bumps.

[0059] In the above embodiments, by further combining the pitch angular velocity signal of the vehicle to eliminate the detection interference of the vehicle's acceleration and deceleration on the vehicle bump state, the accuracy of the vehicle bump state detection can be further improved.

[0060] The embodiments of the present application do not limit the acquisition methods of the vertical acceleration energy integral value of the vehicle and the wheel speed change rate of the vehicle. In some embodiments, according to the vertical acceleration signal, determining the vertical acceleration energy integral value of the vehicle includes:

[0061] Performing band-pass filtering on the vertical acceleration signal to obtain a first signal; wherein, the band-pass filtering is used to remove low-frequency noise in the vertical acceleration signal;

[0062] Performing fast Fourier transform energy integration on the acceleration signals in the first time window of the first signal to obtain the vertical acceleration energy integral value of the vehicle; wherein, the first window length of the first time window is greater than the signal acquisition period of the inertial measurement unit;

[0063] According to the wheel speed signal, determining the wheel speed change rate of the vehicle includes:

[0064] Based on the second window length, performing moving window average filtering on the wheel speed signal to obtain a second signal; wherein, the second window length is greater than the signal acquisition period of the wheel speed sensor;

[0065] Calculating the derivative of the wheel speed signal in the second time window of the second signal to obtain the wheel speed change rate of the vehicle; wherein, the window length of the second time window is the second window length.

[0066] In these embodiments, for the signals collected by the sensors, noise reduction processing of the signals can be performed first to remove the noise and outliers in the signals, so as to improve the accuracy of subsequent signal analysis.

[0067] In specific implementation, for the vertical acceleration signal, band-pass filtering can be performed to remove low-frequency noise to obtain a first signal. The present application does not limit the frequency range of the band-pass filtering. In one example, the frequency range of the band-pass filtering can be 5-20 Hertz (Hz), but is not limited thereto.

[0068] After that, fast Fourier transform (FFT) can be performed on the first signal to calculate the integral value of the frequency domain energy distribution thereof to obtain the vertical acceleration energy integral value of the vehicle. Specifically, the vertical acceleration energy integral value within the first window length can be calculated. The first window length can be determined based on the signal acquisition period of the IMU. For example, in one example, assuming the sampling rate of the IMU is 100HZ, that is, the signal acquisition period of the IMU is 10 milliseconds, the first window length can be 0.5 seconds.

[0069] For the wheel speed signal, a sliding window average filter can be performed to obtain a second signal. Specifically, the average value of the data within the window can be calculated in units of the second window length to smooth the signal. The second window length can be determined based on the signal acquisition period of the wheel speed sensor. For example, in one example, assuming the sampling rate of the wheel speed sensor is 50 Hz, that is, the signal acquisition period of the wheel speed sensor is 20 milliseconds, the first window length can be 0.1 second.

[0070] After that, the derivative of the second signal can be calculated to obtain the wheel speed change rate of the vehicle. Specifically, the derivative within the second time window of the second signal can be calculated. When the second window length is 0.1 second, the derivative within the 0.1-second window of the second signal is calculated.

[0071] In the above embodiment, before determining the vertical acceleration energy integral value of the vehicle based on the vertical acceleration signal collected by the IMU, the low-frequency noise is removed by band-pass filtering it first; before determining the wheel speed change rate of the vehicle based on the wheel speed signal collected by the wheel speed sensor, the sliding window average filter is performed on it first. In this way, the interference of the noise in the signal collected by the sensor on the detection of the vehicle bump state can be reduced, and the accuracy of the vehicle bump state detection can be further improved.

[0072] Of course, in other embodiments, the signal collected by the sensor may not be denoised, and the signal collected by the sensor may be directly used to determine the above information to improve the efficiency of the vehicle bump state detection.

[0073] In the embodiments of the present application, in some embodiments, the first threshold may be a fixed value; in other embodiments, the first threshold may be flexibly adjusted based on the vehicle type of the vehicle. In these embodiments, before determining the vehicle bump state detection result according to the target dynamic parameter, the method may further include:

[0074] Obtain the target vehicle type of the vehicle;

[0075] Determine the first threshold according to the target vehicle type;

[0076] Wherein, the target vehicle type is the first vehicle type or the second vehicle type, and the suspension stiffness of the vehicle of the first vehicle type is greater than that of the vehicle of the second vehicle type; the first threshold corresponding to the first vehicle type is less than the first threshold corresponding to the second vehicle type.

[0077] The softness and hardness of the suspension systems of different vehicle types are different. The softness and hardness of the suspension system can be characterized by vehicle suspension parameters, and the vehicle suspension parameters can be but not limited to suspension stiffness. It can be understood that the higher the suspension stiffness, the softer the suspension system, and vice versa.

[0078] Compared with a hard suspension system, a soft suspension system typically uses a suspension with a lower stiffness, which means that the suspension is more likely to deform when subjected to an external force. Therefore, in order to reduce the interference of other external forces on the detection of the vehicle's bump state, the first threshold corresponding to the vehicle type of the soft suspension system can be set higher, and the first threshold corresponding to the vehicle type of the hard suspension system can be set lower, so that the first threshold of each vehicle type can accurately measure the bump state of the vehicle of that vehicle type, thereby improving the accuracy of the vehicle bump state detection.

[0079] Based on this, for a vehicle of the first vehicle type with a relatively large suspension stiffness, its ability to absorb road bumps is relatively small, and its corresponding first threshold can be set relatively small; for a vehicle of the second vehicle type with a relatively small suspension stiffness, its ability to absorb road bumps is relatively large, and its corresponding first threshold can be set relatively large.

[0080] Exemplarily, the first vehicle type can be an SUV, and the second vehicle type can be a sedan. The first threshold corresponding to the SUV can be 0.2g 2 / Hz, and the first threshold corresponding to the sedan can be 0.4g 2 / Hz.

[0081] In these embodiments, the first threshold can be flexibly determined based on the vehicle model suspension parameters of the vehicle, so that the first threshold of each vehicle type can accurately measure the bump state of the vehicle of that vehicle type, thereby improving the accuracy of the vehicle bump state detection.

[0082] The embodiments of the present application do not limit the manner of obtaining the driving state of the vehicle, and any manner that can be used to determine the driving state of the vehicle can fall within the protection scope of the embodiments of the present application. In some embodiments, obtaining the driving state of the vehicle at the acquisition time of the target dynamic parameter may include:

[0083] Obtaining second information of the vehicle at the acquisition time of the target dynamic parameter; wherein, the second information includes at least one of the following of the vehicle: longitudinal acceleration signal, pitch angular velocity signal, and steering wheel angle signal;

[0084] When the second information meets the second condition, it is determined that the driving state belongs to the preset driving state; wherein, the second condition includes at least one of the following: the absolute value of the longitudinal acceleration signal is greater than the fourth threshold; the absolute value of the pitch angular velocity signal is greater than the third threshold, and the absolute value of the steering wheel angle signal is greater than the fifth threshold;

[0085] When the second information does not meet the second condition, it is determined that the driving state does not belong to the preset driving state.

[0086] In these embodiments, it is possible but not limited to determine whether the vehicle is in a target acceleration / deceleration state by means of the longitudinal acceleration signal of the vehicle (X-axis, the driving direction of the vehicle) and / or the pitch angular velocity signal of the vehicle. It is possible but not limited to determine whether the vehicle is in a turning state by means of the steering wheel angle signal of the vehicle.

[0087] In specific implementation, a fourth threshold and a fifth threshold can be preset. The fourth threshold and the fifth threshold can be set based on actual requirements, and the embodiments of the present application do not limit this.

[0088] Specifically, if the absolute value of the longitudinal acceleration signal of the vehicle is greater than the fourth threshold and / or the absolute value of the pitch angular velocity signal of the vehicle is greater than the third threshold, it can be determined that the vehicle is in a target acceleration / deceleration state, and further it can be determined that the vehicle is in a preset driving state.

[0089] If the absolute value of the steering wheel angle signal of the vehicle is greater than the fifth threshold, it can be determined that the vehicle is in a turning state, and further it can be determined that the vehicle is in a preset driving state.

[0090] If the absolute value of the longitudinal acceleration signal of the vehicle is less than or equal to the fourth threshold, the absolute value of the pitch angular velocity signal of the vehicle is less than or equal to the third threshold, and the absolute value of the steering wheel angle signal of the vehicle is less than or equal to the fifth threshold, it indicates that the vehicle is neither in a target acceleration / deceleration state nor in a turning state. Therefore, it can be determined that the vehicle is in a non-preset driving state.

[0091] In these embodiments, on the one hand, it is determined whether the vehicle is in a target acceleration / deceleration state by means of the longitudinal acceleration signal of the vehicle and / or the pitch angular velocity signal of the vehicle; on the other hand, it is determined whether the vehicle is in a turning state by means of the steering wheel angle signal of the vehicle. Then, based on the judgment results of the above two aspects, it is determined whether the vehicle is in a preset driving state, which can accurately determine the driving state of the vehicle, and further improve the accuracy of vehicle bump state detection.

[0092] It should be noted that in the embodiments of the present application, the vehicle can be a non-autonomous vehicle or an autonomous vehicle.

[0093] For an autonomous vehicle, after obtaining the bump state of the vehicle, in order to improve the user's riding experience, it can automatically adjust the speed, chassis height, suspension height stiffness, and / or damping coefficient of the damper based on the bump state of the vehicle, so that the vehicle can pass through the bumpy road surface more smoothly and safely. To achieve the above purpose, in one example, reference can be made to Figure 2 .

[0094] In Figure 2In this case, the vehicle can obtain the three-axis acceleration and angular velocity through the IMU sensor ①, and obtain the four-wheel speed signals through the wheel speed sensors ②. The data is transmitted to the central electronic control unit (Electronic Control Unit, ECU) ⑤ through the Serial Peripheral Interface (SPI) / Controller Area Network (CAN) buses ③ and ④ for signal processing, feature extraction, and joint determination. Finally, the bump state signal is transmitted to the Advanced Driver Assistance Systems (ADAS) system or the active suspension system ⑧ through the CAN bus ⑥ for use.

[0095] In addition, for the various embodiments described in the embodiments of the present application, they can be combined and implemented with each other or implemented independently without conflict, and the embodiments of the present application do not limit this.

[0096] The embodiments of the present application may include the following content:

[0097] 1. Multi-sensor data fusion: Combining the frequency-domain vibration energy of the IMU and the time-domain mutation rate of the wheel speed signal;

[0098] 2. Dynamic interference elimination: Filtering non-bump interference through the vehicle longitudinal acceleration and steering wheel signal;

[0099] 3. Adaptive threshold calibration: Automatically adjusting the first threshold according to the vehicle suspension parameters.

[0100] Through the above content, the following effects can be achieved:

[0101] 1. By fusing the multi-sensor data of the IMU and the wheel speed, it is possible to collect a more comprehensive vehicle driving state and improve the accuracy of bump detection;

[0102] 2. Combining the dynamic interference elimination method can effectively filter non-bump interference and significantly reduce the false positive rate of bump detection;

[0103] 3. Adaptive threshold calibration can better solve the problem of inconsistent detection effects caused by different vehicle suspension parameters, and improve the applicable range of bump detection.

[0104] It can be seen that the embodiments of the present application significantly improve the accuracy of bump detection by jointly analyzing the vertical vibration frequency-domain energy of the IMU sensor and the instantaneous mutation rate of the wheel speed signal, and combining the interference elimination logic.

[0105] For the convenience of understanding the embodiments of the present application, a specific embodiment is used as an example for illustration:

[0106] In this embodiment, the following steps may be included:

[0107] I. Data acquisition: The IMU sampling rate can be set to 100 Hz, and the wheel speed sensor sampling rate can be set to 50 Hz.

[0108] II. Signal processing:

[0109] Perform band-pass filtering on the vertical acceleration signal at 5 - 20 Hz, calculate the energy integral within a 0.5-second window (i.e., the aforementioned vertical acceleration energy integral value), and the first threshold can be set to 0.3g 2 / Hz;

[0110] Calculate the derivative within a 0.1-second window for the wheel speed signal (i.e., the aforementioned wheel speed change rate), and the second threshold can be set to 20 rad / s 2 .

[0111] III. Joint determination:

[0112] When the energy integral > 0.3g 2 / Hz and the derivative > 20 rad / s 2 threshold, it can be determined that the vehicle is in a bumpy state.

[0113] In some other embodiments, the first threshold can be dynamically adjusted. For example, different energy integral thresholds (i.e., the aforementioned first threshold) can be preset according to the vehicle type (such as SUV / sedan). For example, the first threshold corresponding to an SUV can be set to 0.2g 2 / Hz, and the first threshold corresponding to a sedan can be set to 0.4g 2 / Hz.

[0114] Based on the vehicle bumpy state detection method provided in the above embodiments, correspondingly, the present application also provides a specific implementation manner of a vehicle bumpy state detection device. Please refer to the following embodiments.

[0115] Refer to Figure 3 , the vehicle bumpy state detection device provided in the embodiments of the present application may include:

[0116] An acquisition module 301, configured to acquire target dynamic parameters of the vehicle through multiple sensors, where the multiple sensors include an inertial measurement unit and a wheel speed sensor;

[0117] An obtaining module 302, configured to obtain the driving state of the vehicle at the acquisition time of the target dynamic parameters;

[0118] A discard module 303, configured to discard the target dynamic parameters when the driving state belongs to a preset driving state, where the preset driving state includes at least one of a turning state and a target acceleration / deceleration state, and the absolute value of the acceleration corresponding to the target acceleration / deceleration state is greater than a preset value;

[0119] A determination module 304, configured to determine a detection result of the vehicle bump state according to target dynamic parameters when the driving state does not belong to a preset driving state.

[0120] The vehicle bump state detection device provided by the embodiments of the present application can implement each process in the method embodiments. To avoid repetition, details are not described herein again.

[0121] Figure 4 The figure shows a schematic hardware structure diagram of vehicle bump state detection provided by the embodiments of the present application.

[0122] The vehicle bump state detection device may include a processor 401 and a memory 402 storing computer program instructions.

[0123] Specifically, the above-mentioned processor 401 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0124] The memory 402 may include a mass storage for data or instructions. By way of example and not limitation, the memory 402 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disc, a magneto-optical disc, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. In a suitable case, the memory 402 may include a removable or non-removable (or fixed) medium. In a suitable case, the memory 402 may be internal or external to the integrated gateway disaster recovery device. In a specific embodiment, the memory 402 is a non-volatile solid-state memory.

[0125] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage media device, an optical storage media device, a flash memory device, an electrical, optical, or other physical / tangible memory storage device. Thus, in general, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to one aspect of the present disclosure.

[0126] The processor 401 reads and executes the computer program instructions stored in the memory 402 to implement any one of the vehicle bump state detection methods in the above embodiments.

[0127] In one example, the vehicle bump state detection device may further include a communication interface 404 and a bus 410. Among them, as Figure 4 shown, the processor 401, the memory 402, and the communication interface 404 are connected through the bus 410 to complete communication with each other.

[0128] The communication interface 404 is mainly used to implement communication between various modules, devices, units, and / or devices in the embodiments of the present application.

[0129] The bus 410 includes hardware, software, or both, and couples the components of the vehicle bump state detection device to each other. By way of example and not limitation,

[0130] the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. In a suitable case, the bus 410 may include one or more buses. Although the embodiments of the present application describe and illustrate specific buses, the present application contemplates any suitable bus or interconnect.

[0131] In addition, in combination with the vehicle bump state detection method in the above embodiments, the embodiments of the present application may provide a computer storage medium to implement. Computer program instructions are stored on the computer storage medium; when the computer program instructions are executed by a processor, any one of the vehicle bump state detection methods in the above embodiments is implemented.

[0132] Embodiments of the present application may further provide a computer program. When the instructions in the computer program are executed by a processor of an electronic device, the electronic device is caused to execute any one of the vehicle bump state detection methods in the above embodiments.

[0133] It should be clear that the present application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order between steps after understanding the spirit of the present application.

[0134] The functional blocks shown in the above block diagrams can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application-specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments used to perform the required tasks. The program or code segment can be stored in a machine-readable medium or transmitted via a data signal carried in a carrier wave on a transmission medium or a communication link. A "machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM, floppy disks, CD-ROMs, optical discs, hard disks, fiber optic media, radio frequency links, and so on. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0135] It should also be noted that the exemplary embodiments mentioned in the present application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps can be executed in the order mentioned in the embodiments, or different from the order in the embodiments, or several steps can be executed simultaneously.

[0136] Aspects of the present disclosure have been described above with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer programs according to embodiments of the present disclosure. It should be understood that each block in the flowcharts and / or block diagrams, and the combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions executed by the processor of the computer or other programmable data processing apparatus enable the implementation of the functions / operations specified in one or more blocks of the flowcharts and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and the combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by dedicated hardware that performs the specified functions or operations, or by a combination of dedicated hardware and computer instructions.

[0137] As described above, the above is only the specific implementation manner of the present application. Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, modules, and units described above can refer to the corresponding processes in the foregoing method embodiments, which will not be elaborated herein. It should be understood that the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present application can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present application.

Claims

1. A method for detecting the bump state of a vehicle, characterized in that, Including: Collecting target dynamic parameters of the vehicle through multiple sensors, where the multiple sensors include an inertial measurement unit and a wheel speed sensor; Obtaining the driving state of the vehicle at the acquisition time of the target dynamic parameters; Discarding the target dynamic parameters when the driving state belongs to a preset driving state, where the preset driving state includes at least one of a turning state and a target acceleration / deceleration state, and the absolute value of the acceleration corresponding to the target acceleration / deceleration state is greater than a preset value; When the driving state does not belong to the preset driving state, determining a bump state detection result of the vehicle according to the target dynamic parameters.

2. The method according to claim 1, wherein The target dynamic parameters include a vertical acceleration signal collected by the inertial measurement unit and a wheel speed signal collected by the wheel speed sensor; The determining the bump state detection result of the vehicle according to the target dynamic parameters includes: Determining a vertical acceleration energy integral value of the vehicle according to the vertical acceleration signal; Determining a wheel speed change rate of the vehicle according to the wheel speed signal; When the first information meets the first condition, the bump state detection result is that the vehicle is in a bump state; where the first information includes the acceleration energy integral value and the wheel speed change rate; the first condition includes: the acceleration energy integral value is greater than a first threshold, and the wheel speed change rate is greater than a second threshold; When the first information does not meet the first condition, the bump state detection result is that the vehicle is not in a bump state.

3. The method according to claim 2, wherein The target dynamic parameters and the first information further include a pitch angular velocity signal collected by the inertial measurement unit; The first condition further includes: the absolute value of the pitch angular velocity signal is less than or equal to a third threshold.

4. The method according to claim 2, wherein The determining the vertical acceleration energy integral value of the vehicle according to the vertical acceleration signal includes: Performing band-pass filtering on the vertical acceleration signal to obtain a first signal; where the band-pass filtering is used to remove low-frequency noise in the vertical acceleration signal; Performing fast Fourier transform energy integration on the acceleration signal in a first time window of the first signal to obtain the vertical acceleration energy integral value of the vehicle; where the first window length of the first time window is greater than the signal acquisition period of the inertial measurement unit; The determining the wheel speed change rate of the vehicle according to the wheel speed signal includes: Performing sliding window average filtering on the wheel speed signal based on a second window length to obtain a second signal; where the second window length is greater than the signal acquisition period of the wheel speed sensor; Calculating the derivative of the wheel speed signal in a second time window of the second signal to obtain the wheel speed change rate of the vehicle; where the window length of the second time window is the second window length.

5. The method according to claim 2, wherein Before the determining the bump state detection result of the vehicle according to the target dynamic parameters, the method further includes: Obtaining the target vehicle type of the vehicle; Determining the first threshold according to the target vehicle type; Wherein, the target vehicle type is the first vehicle type or the second vehicle type, and the suspension stiffness of the vehicle of the first vehicle type is greater than that of the vehicle of the second vehicle type; the first threshold value corresponding to the first vehicle type is less than the first threshold value corresponding to the second vehicle type.

6. The method according to claim 1, wherein The obtaining of the driving state of the vehicle at the acquisition time of the target dynamic parameter includes: Obtaining second information of the vehicle at the acquisition time of the target dynamic parameter; wherein, the second information includes at least one of the following of the vehicle: longitudinal acceleration signal, pitch angular velocity signal, and steering wheel angle signal; When the second information meets the second condition, determining that the driving state is the preset driving state; wherein, the second condition includes at least one of the following: the absolute value of the longitudinal acceleration signal is greater than a fourth threshold value; the absolute value of the pitch angular velocity signal is greater than a third threshold value, and the absolute value of the steering wheel angle signal is greater than a fifth threshold value; When the second information does not meet the second condition, determining that the driving state is not the preset driving state.

7. A vehicle bump state detection device, characterized in that, The device includes: An acquisition module, configured to acquire the target dynamic parameter of the vehicle through a plurality of sensors, wherein the plurality of sensors include an inertial measurement unit and a wheel speed sensor; An acquisition module, configured to acquire the driving state of the vehicle when the plurality of sensors acquire the target dynamic parameter; A discard module, configured to discard the target dynamic parameter when the driving state belongs to a preset driving state, wherein the preset driving state includes at least one of a turning state and a target acceleration / deceleration state, and the absolute value of the acceleration corresponding to the target acceleration / deceleration state is greater than a preset value; A determination module, configured to determine the detection result of the vehicle's bump state according to the target dynamic parameter when the driving state is not the preset driving state.

8. A vehicle bump state detection device, characterized in that, The device includes: a processor and a memory storing computer program instructions; when the processor executes the computer program instructions, the vehicle bump state detection method according to any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium, characterized in that, Computer program instructions are stored on the computer-readable storage medium, and when the computer program instructions are executed by a processor, the vehicle bump state detection method according to any one of claims 1 to 6 is implemented.

10. A computer program, characterized in that, When the instructions in the computer program are executed by the processor of the electronic device, the electronic device is caused to execute the vehicle bump state detection method according to any one of claims 1 to 6.

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