Vehicle control method, electronic equipment and vehicle

Abstract

The embodiment of the invention provides a vehicle control method, electronic equipment and a vehicle, and relates to the technical field of automobiles. The method comprises the steps that first state information of a vehicle is acquired, and second state information sent by a second system is received; wherein the first state information indicates a driving state of the vehicle in a first dimension; the second state information indicates a driving state of the vehicle in a second dimension; according to the first state information and the second state information, determining a road surface type of a road surface on which the vehicle runs; and controlling the vehicle to run according to the road surface type, and sending a road surface identifier corresponding to the road surface type to the second system. The method is used for improving the fineness and precision of vehicle control through cooperative control among a plurality of electric control systems, so that the effect of improving the driving experience of a user is achieved.

Description

Technical Field

[0001] This application relates to the field of automotive technologies, and particularly to a vehicle control method, an electronic device, and a vehicle. Background Art

[0002] To ensure the safety and comfort of users' driving, more and more vehicles use active / semi-active chassis control systems. At this time, the active / semi-active chassis control systems can adjust the vehicle chassis through multiple electronic control systems.

[0003] Exemplarily, the chassis control system may include a braking system and a suspension system. At this time, there are corresponding road surface perception algorithms in both the braking system and the suspension system, and the roughness of the road surface is sensed according to their respective road surface perception algorithms to achieve vehicle control.

[0004] This implementation method makes it easy to affect the fineness of vehicle control when the vehicle is driving on road surfaces with different roughnesses, thereby affecting the driving experience of users. Summary of the Invention

[0005] The embodiments of this application provide a vehicle control method, an electronic device, and a vehicle, which can improve the fineness and accuracy of vehicle control through collaborative control between multiple electronic control systems, thereby enhancing the driving experience of users.

[0006] In a first aspect, the embodiments of this application provide a vehicle control method, which is applied to a first system; the method includes:

[0007] Obtain first state information of the vehicle, and receive second state information sent by a second system; wherein, the first state information indicates the driving state of the vehicle in a first dimension; the second state information indicates the driving state of the vehicle in a second dimension;

[0008] Determine the road surface type of the road surface on which the vehicle is driving according to the first state information and the second state information;

[0009] Control the vehicle to drive according to the road surface type, and send the road surface identifier corresponding to the road surface type to the second system.

[0010] Optionally, the first state information includes the wheel acceleration in the first dimension; the second state information includes the wheel acceleration in the second dimension; determining the road surface type of the road surface on which the vehicle is driving according to the first state information and the second state information includes:

[0011] Determine the initial roughness of the vehicle according to the wheel acceleration in the first dimension;

[0012] Determine a roughness adjustment factor based on the wheel acceleration in the second dimension;

[0013] Determine the roughness of the road surface on which the vehicle travels according to the initial roughness of the vehicle and the roughness adjustment factor, and determine the road surface type according to the roughness; wherein, the roughness is used to determine whether the road surface is a rough road surface.

[0014] Optionally, sending the road surface identifier corresponding to the road surface type to the second system includes:

[0015] If it is determined according to the roughness that the road surface type is a rough road surface, send the rough road surface identifier corresponding to the rough road surface to the second system, so that the second system adjusts the current of the continuously controlled damping system according to the rough road surface identifier.

[0016] Optionally, the first state information includes the wheel acceleration and wheel speed in the first dimension; the second state information includes the wheel movement speed in the second dimension; determining the road surface type of the road surface on which the vehicle travels according to the first state information and the second state information includes:

[0017] If it is determined according to the wheel acceleration in the first dimension, the wheel speed, and the wheel movement speed in the second dimension that the vehicle meets the first deceleration bump movement requirement, determine that the road surface type is the first type.

[0018] Optionally, the first state information further includes a target time difference; the target time difference is used to indicate the time difference between the front wheel and the rear wheel of the vehicle passing over the deceleration bump; the method further includes:

[0019] If it is determined according to the target time difference that the vehicle further meets the second deceleration bump movement requirement, determine that the road surface type is the second type.

[0020] Optionally, sending the road surface identifier corresponding to the road surface type to the second system includes:

[0021] If it is determined that the road surface type is a deceleration bump type, send the deceleration bump identifier corresponding to the deceleration bump type to the second system, so that the second system performs current limit processing on the continuously controlled damping system; wherein, the deceleration bump type is the first type or the second type.

[0022] Optionally, the method further includes:

[0023] After receiving the target identifier sent by the second system, determine that the road surface type of the road surface on which the vehicle travels is the second type;

[0024] Control the vehicle driving according to the second type.

[0025] In a second aspect, an embodiment of the present application provides a vehicle control method, which is applied to a second system; the method includes:

[0026] Receive a road surface identifier sent by a first system, and determine a matching current adjustment method according to the road surface identifier; wherein, the matching current adjustment method is used to determine a matching current adjustment coefficient;

[0027] Control the current value corresponding to the continuously controlled damping system according to the matching current adjustment coefficient determined by the matching current adjustment method.

[0028] Optionally, the road surface identifier at least includes: a rough road surface identifier and a speed bump identifier.

[0029] Optionally, the method further includes:

[0030] When it is determined that the front wheels of the vehicle meet the speed bump requirements, obtain the vehicle driving speed and vehicle wheelbase information;

[0031] According to the vehicle driving speed and the vehicle wheelbase information, determine that the rear wheels of the vehicle pass over the speed bump, and then generate a target identifier;

[0032] Control the current value corresponding to the continuously controlled damping system according to the current adjustment method matching the target identifier, and send the target identifier to the first system, so that the first system controls the vehicle driving according to the target identifier.

[0033] In a third aspect, an embodiment of the present application provides a vehicle control device, which is applied to a first system, and includes:

[0034] An acquisition unit, configured to acquire first state information of the vehicle and receive second state information sent by a second system; wherein, the first state information indicates the driving state of the vehicle in a first dimension; the second state information indicates the driving state of the vehicle in a second dimension;

[0035] A determination unit, configured to determine the road surface type of the road on which the vehicle travels according to the first state information and the second state information;

[0036] A first control unit, configured to control the vehicle driving according to the road surface type, and send the road surface identifier corresponding to the road surface type to the second system.

[0037] Optionally, the first state information includes the wheel acceleration in the first dimension; the second state information includes the wheel acceleration in the second dimension; at this time, the determination unit is configured to:

[0038] Determine the initial roughness of the vehicle based on the wheel acceleration in the first dimension;

[0039] Determine a roughness adjustment factor based on the wheel acceleration in the second dimension;

[0040] Determine the roughness of the road surface on which the vehicle travels based on the initial roughness of the vehicle and the roughness adjustment factor, and determine the road surface type based on the roughness; wherein, the roughness is used to determine whether the road surface is a rough road surface.

[0041] Optionally, the first control unit is configured to:

[0042] If it is determined that the road surface type is a rough road surface according to the roughness, send the rough road surface identifier corresponding to the rough road surface to the second system, so that the second system adjusts the current of the continuously controlled damping system according to the rough road surface identifier.

[0043] Optionally, the first state information includes the wheel acceleration and wheel speed in the first dimension; the second state information includes the wheel movement speed in the second dimension; at this time, the determining unit is configured to:

[0044] If it is determined that the vehicle meets the first speed bump movement requirement according to the wheel acceleration and wheel speed in the first dimension and the wheel movement speed in the second dimension, determine that the road surface type is the first type.

[0045] Optionally, the first state information further includes a target time difference; the target time difference is used to indicate the time difference between the front wheel and the rear wheel of the vehicle passing over the speed bump; the device is further configured to:

[0046] If it is determined that the vehicle further meets the second speed bump movement requirement according to the target time difference, determine that the road surface type is the second type.

[0047] Optionally, the first control unit is configured to:

[0048] If it is determined that the road surface type is a speed bump type, send the speed bump identifier corresponding to the speed bump type to the second system, so that the second system performs current limiting processing on the continuously controlled damping system; wherein, the speed bump type is the first type or the second type.

[0049] Optionally, the device is further configured to:

[0050] After receiving the target identifier sent by the second system, determine that the road surface type of the road surface on which the vehicle travels is the second type;

[0051] Control the vehicle to travel according to the second type.

[0052] In a fourth aspect, an embodiment of the present application provides a vehicle control device, which is applied to a second system and includes:

[0053] A receiving unit, configured to receive a road surface identifier sent by a first system, and determine a matching current adjustment method according to the road surface identifier; wherein, the matching current adjustment method is used to determine a matching current adjustment coefficient;

[0054] A second control unit, configured to control the current value corresponding to a continuously controlled damping system according to the matching current adjustment coefficient determined by the matching current adjustment method.

[0055] Optionally, the road surface identifier at least includes: a rough road surface identifier and a speed bump identifier.

[0056] Optionally, the device is further configured to:

[0057] When it is determined that the front wheels of the vehicle meet the speed bump requirements, obtain the vehicle driving speed and vehicle wheelbase information;

[0058] According to the vehicle driving speed and the vehicle wheelbase information, determine that the rear wheels of the vehicle pass over the speed bump, and then generate a target identifier;

[0059] Control the current value corresponding to the continuously controlled damping system according to the current adjustment method matching the target identifier, and send the target identifier to the first system, so that the first system controls the vehicle to travel according to the target identifier.

[0060] In a fifth aspect, an embodiment of the present application provides an electronic device, including: a memory, a processor;

[0061] The memory stores computer execution instructions;

[0062] The processor executes the computer execution instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementation manners of the first aspect, or executes the above second aspect and / or various possible implementation manners of the second aspect.

[0063] In a sixth aspect, an embodiment of the present application provides a vehicle, where the vehicle includes a first system, a second system, and the electronic device described in the fifth aspect.

[0064] Seventh aspect: An embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the above first aspect and / or various possible implementation manners of the first aspect, or execute the above second aspect and / or various possible implementation manners of the second aspect.

[0065] Eighth aspect: An embodiment of the present application provides a computer program product, including a computer program. When the computer program is executed by a processor, it implements the above first aspect and / or various possible implementation manners of the first aspect, or executes the above second aspect and / or various possible implementation manners of the second aspect.

[0066] The vehicle control method, electronic device, and vehicle provided by the embodiments of the present application can obtain the first state information of the vehicle, receive the second state information sent by the second system, and determine the road surface type of the road on which the vehicle is traveling according to the first state information and the second state information. At this time, the road surface type of the road on which the vehicle is traveling can be determined according to the first state information obtained by the first system and the second state information provided by the second system. Compared with the method of only determining the road surface type according to the first system, this implementation manner can correct the road surface type according to the second state information provided by the second system, realizing the collaborative determination of the road surface type by the first system and the second system, making the determined road surface type more accurate. After that, the vehicle driving can be controlled according to the determined road surface type, so as to avoid affecting the control effect of the first system after the second system controls the vehicle, thereby realizing the precise control of the vehicle, and further improving the control effect of the vehicle under different rough road grades. At this time, the road surface identifier corresponding to the road surface type can also be sent to the second system, so that the second system can simultaneously control the driving of the vehicle according to the road surface type determined by the first system, avoiding the second system from controlling the vehicle only according to a single road surface detection result, realizing the collaborative control of the first system and the second system, and thus making the control of the vehicle by the second system more accurate, further improving the precision of vehicle control. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] The drawings here are incorporated into the description and form a part of this description, showing embodiments consistent with the present application, and are used together with the description to explain the principles of the present application.

[0068] Figure 1 is a schematic flowchart of a vehicle control method provided by the present application Figure 1 ;

[0069] Figure 2 is a schematic flowchart of a vehicle control method provided by the present application Figure 2 ;

[0070] Figure 3 Schematic diagram of a process for adjusting an initial value corresponding to an initial roughness provided by an embodiment of the present application;

[0071] Figure 4 Schematic diagram of a process for a vehicle control method provided by the present application Figure 3 ;

[0072] Figure 5 Schematic diagram of a process for a vehicle control method provided by the present application Figure 4 ;

[0073] Figure 6 Schematic diagram of the structure of a vehicle control device provided by the present application;

[0074] Figure 7 Schematic diagram of the structure of another vehicle control device provided by the present application;

[0075] Figure 8 Schematic diagram of the structure of an electronic device provided by the present application.

[0076] Through the above-mentioned drawings, specific embodiments of the present application have been shown, and there will be more detailed descriptions hereinafter. These drawings and textual descriptions are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. Detailed Description of Specific Embodiments

[0077] Here, exemplary embodiments will be described in detail, and their examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0078] The term "and / or" in this document merely describes an associated relationship and indicates that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the term "at least one" in this document represents any one of multiple types or any combination of at least two of multiple types. For example, including at least one of A, B, and C can represent including any one or more elements selected from the set composed of A, B, and C.

[0079] First, the nouns involved in the present application are explained:

[0080] ABS: Anti-Brake System, anti-lock braking system;

[0081] VDC: Vehicle Dynamic Control, vehicle dynamic control;

[0082] CCD: Continuously Controlled Dampers, continuously controlled damper;

[0083] BCM: Brake Control Model, brake control module;

[0084] SUM: Suspension Model, suspension module.

[0085] In the road surface perception scenario, BCM and SUM each have corresponding road surface perception algorithms. For example, the ABS in BCM mainly determines the rough road surface level based on the wheel acceleration calculated by the wheel speed sensor, and adjusts the slip ratio threshold of ABS according to the rough road surface level, thereby controlling the vehicle. The CCD in SUM calculates the vertical acceleration of the wheel based on the vehicle body height sensor to determine the rough road surface level, and adjusts the current value of the corresponding CCD according to the rough road surface level, thereby controlling the vehicle.

[0086] This implementation method results in no interaction between ABS and CCD when determining the rough road surface level of the road surface, resulting in separate control of the vehicle by ABS and CCD. At this time, under different rough road surface levels, the CCD current value will change, which easily affects the control accuracy of ABS and VDC, and further affects the accuracy of vehicle control, affecting the driving experience of users.

[0087] Furthermore, since SUM can control the vehicle according to the electronic stability control signal provided in BCM, there is a certain communication basis between SUM and BCM. Based on this, the vehicle control method provided in this application, through the collaborative control of BCM and SUM, re-determines the determination method of the road surface type in BCM and SUM, enabling each subsystem to determine a more refined and accurate road surface type according to the interaction information, thereby achieving precise control of the vehicle and solving the above technical problems.

[0088] The following uses specific embodiments to detail the technical solution of this application and how the technical solution of this application solves the above technical problems. These several specific embodiments below can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The following will describe the embodiments of this application in conjunction with the drawings.

[0089] Figure 1 Flow schematic of a vehicle control method provided by this application Figure 1 , this method is applied to the first system. At this time, the first system can be understood as the above-mentioned BCM. At this time, asFigure 1 As shown, the method includes:

[0090] S101. Obtain the first state information of the vehicle and receive the second state information sent by the second system.

[0091] Among them, the first state information indicates the driving state of the vehicle in the first dimension; the second state information indicates the driving state of the vehicle in the second dimension.

[0092] In one example, the first dimension can be understood as the dimension of the horizontal plane where the vehicle is located, and the second dimension can be understood as the dimension in the vertical direction corresponding to the vehicle.

[0093] At this time, the first state information may include but is not limited to the driving speed of the vehicle on the horizontal plane (for example, wheel speed), driving acceleration (for example, wheel acceleration), etc. Optionally, the driving speed and driving acceleration of the vehicle on the horizontal plane can be determined according to the wheel speed sensors installed in the vehicle.

[0094] The second state information may include but is not limited to the driving position of the vehicle in the vertical direction, driving speed (for example, wheel vertical compression speed, wheel vertical stretching speed, wheel vertical speed, etc.), driving acceleration (for example, wheel vertical acceleration), etc. Optionally, the driving position, driving speed and driving acceleration of the vehicle in the vertical direction can be determined according to the vehicle body height sensor.

[0095] S102. Determine the road surface type of the road surface on which the vehicle travels according to the first state information and the second state information.

[0096] In one example, the road surface type of the road surface on which the vehicle travels can indicate the rough road surface grade of the road surface on which the vehicle travels. For example, the road surface type can be a non-rough road surface, a rough road surface, a speed bump road surface, etc.

[0097] S103. Control the driving of the vehicle according to the road surface type and send the road surface identifier corresponding to the road surface type to the second system.

[0098] In one example, the target slip ratio determined by the ABS can be adjusted according to the determined road surface type, so as to realize the control of the vehicle.

[0099] In one example, the target yaw determined by the VDC can also be adjusted according to the determined road surface type, so as to realize the control of the vehicle.

[0100] In one example, the second system can be understood as the above-mentioned SUM. At this time, after the first system sends the road surface identifier corresponding to the road surface type to the second system, the second system can adjust the adjustment of the CCD current in combination with the road surface type, so as to realize the control of the vehicle.

[0101] As can be seen from the above description, the embodiment of the present application can obtain the first state information of the vehicle, receive the second state information sent by the second system, and determine the road surface type of the road on which the vehicle is traveling according to the first state information and the second state information. At this time, the road surface type of the road on which the vehicle is traveling can be determined based on the first state information obtained by the first system and the second state information provided by the second system. Compared with the method of determining the road surface type only according to the first system, this embodiment can correct the road surface type according to the second state information provided by the second system, realizing the collaborative determination of the road surface type by the first system and the second system, making the determined road surface type more accurate. After that, the vehicle driving can be controlled according to the determined road surface type, thereby avoiding the influence on the control effect of the first system after the second system controls the vehicle, thus realizing the precise control of the vehicle, and further improving the control effect of the vehicle under different rough road levels. At this time, the road surface identifier corresponding to the road surface type can also be sent to the second system, so that the second system can control the driving of the vehicle according to the road surface type determined by the first system at the same time, avoiding the second system from controlling the vehicle only according to a single road surface detection result, realizing the collaborative control of the first system and the second system, and thus making the control of the second system on the vehicle more accurate and further improving the precision of vehicle control.

[0102] Figure 2 The flow diagram of a vehicle control method provided by the present application Figure 2 , such as Figure 2 shown, on the basis of the Figure 1 embodiment, the vehicle control method applied to the first system is described in detail. The method includes:

[0103] S201. Obtain the first state information of the vehicle and receive the second state information sent by the second system.

[0104] Among them, the first state information indicates the driving state of the vehicle in the first dimension; the second state information indicates the driving state of the vehicle in the second dimension.

[0105] In one example, this step can refer to the content described in S101 above and will not be elaborated here.

[0106] In a possible implementation manner, after obtaining the first state information and receiving the second state information, the road surface type of the road on which the vehicle is traveling can be determined according to the first state information and the second state information, that is, the rough road level of the road on which the vehicle is traveling can be determined. At this time, the rough road level of the road on which the vehicle is traveling can be determined according to different first state information and second state information.

[0107] Exemplarily, it is possible to first determine whether the road surface on which the vehicle is traveling is a rough road surface based on the first state information and the second state information. At this time, the first state information includes the wheel acceleration in the first dimension; the second state information includes the wheel acceleration in the second dimension. At this time, for the process of determining the road surface type of the road surface on which the vehicle is traveling according to the first state information and the second state information, reference can be made to the content described in S202 - S204 below.

[0108] S202. Determine the initial roughness of the vehicle based on the wheel acceleration in the first dimension.

[0109] In one example, before determining the initial roughness of the vehicle, it is possible to first determine the initial roughness corresponding to each wheel of the vehicle, and then, based on the initial roughness corresponding to each wheel of the vehicle, determine the initial roughness of the vehicle.

[0110] Specifically, it is possible to first determine the value of the rough road surface factor based on the wheel acceleration in the first dimension. The initial value of the rough road surface factor is 0, and when it is determined that the absolute value of the wheel acceleration in the first dimension is greater than the preset threshold, the value of the rough road surface factor is incremented by 1. After that, the value of the rough road surface factor will no longer increase until it is determined that the absolute value of the wheel acceleration in the first dimension exceeds the preset threshold in the opposite direction, and the value of the rough road surface factor is incremented by 1 again. At the same time, an upper limit value of the rough road surface factor can be set.

[0111] After that, based on the value of the rough road surface factor, the initial value corresponding to the initial roughness of the wheel can be determined (for example, the initial value corresponding to the initial roughness of the wheel can be the minimum value between the rough road surface factor and the upper limit value of the rough road surface factor). At this time, during the process where the rough road surface factor no longer increases, according to the process described by the following formula (1), the value corresponding to the rough road surface factor is adjusted to obtain the initial roughness corresponding to each wheel, which can avoid misjudgment and thus make the determined initial roughness more accurate.

[0112] Factor_xx = (F_xx - f - dt * 2).Max(0.0) (1)

[0113] Wherein, Factor_xx represents the initial roughness of wheel xx, F_xx represents the rough road surface factor of wheel xx, f represents the excitation frequency of the adjustable rough road surface, dt represents the step size. At this time, the adjustment magnitude of the rough road surface factor can be determined according to f * dt * 2. At this time, the initial roughness of the wheel is the maximum value between the adjusted rough road surface factor and 0.

[0114] Exemplarily, Figure 3A schematic flowchart for adjusting the initial value corresponding to the initial roughness provided by the embodiments of the present application. As Figure 3 shown, when the absolute value of the wheel acceleration in the first dimension is greater than a preset threshold, the value of the rough road surface factor can be incremented by 1. When it exceeds the preset threshold in the opposite direction, the value of the rough road surface factor is incremented by 1 again. That is, the value of the rough road surface factor is incremented by 1 at times 1, 2, 3, and 4 respectively. At the same time, from time 1 to time 2, time 2 to time 3, time 3 to time 4, and after time 4, the value corresponding to the rough road surface factor is adjusted according to the above formula (1) to obtain the initial roughness corresponding to each wheel.

[0115] In a possible implementation manner, after determining the initial roughness corresponding to each wheel of the vehicle, the initial roughness of the vehicle can be determined according to the road surface unevenness scaling factor and the initial roughness corresponding to each wheel, as specifically shown in the following formula (2).

[0116]

[0117] Among them, Factor1 represents the initial roughness of the vehicle, Factor_fl represents the initial roughness of the front left wheel, Factor_fr represents the initial roughness of the front right wheel, Factor_rl represents the initial roughness of the rear left wheel, Factor_rr represents the initial roughness of the rear right wheel, and α represents the road surface unevenness scaling factor.

[0118] S203. Determine the roughness adjustment factor according to the wheel acceleration in the second dimension.

[0119] In one example, the average value of the wheel acceleration of the vehicle in the second dimension can be determined according to the wheel acceleration of the front wheels of the vehicle in the second dimension and the wheel acceleration of the rear wheels of the vehicle in the second dimension, and the average value of the wheel acceleration in the second dimension is determined as the roughness adjustment factor.

[0120] In another example, the roughness adjustment factor corresponding to the front wheels can also be determined according to the wheel acceleration of the front wheels in the second dimension, so as to adjust the initial roughness of the front wheels according to the roughness adjustment factor corresponding to the front wheels. At the same time, the roughness adjustment factor corresponding to the rear wheels is determined according to the wheel acceleration of the rear wheels in the second dimension, so as to adjust the initial roughness of the rear wheels according to the roughness adjustment factor corresponding to the rear wheels, etc. The value of the rough adjustment factor is not limited here, and it is subject to meeting the actual needs.

[0121] It should be noted here that after the ABS starts to work, in order to prevent a large change in the initial roughness, the initial roughness of the vehicle no longer changes.

[0122] S204. Determine the roughness of the road surface on which the vehicle is traveling based on the rough road factor and the roughness adjustment factor.

[0123] Optionally, assume that the roughness adjustment factor determined according to step S203 includes the roughness adjustment factor corresponding to the front wheels, denoted as β1, and the roughness adjustment factor corresponding to the rear wheels, denoted as β2. Then, the roughness of the road surface on which the vehicle is traveling, denoted as Factor2, can be expressed as shown in the following formula (3).

[0124]

[0125] In the above embodiment, the initial roughness of the vehicle can be determined based on the first state information, that is, the accelerations of the four wheels, and the roughness adjustment factor can be determined based on the second state information, that is, the vertical accelerations of the wheels calculated by the vehicle height sensor. Thus, the initial roughness can be corrected by the roughness adjustment factor, thereby ensuring the accuracy of the road surface roughness recognition.

[0126] After determining the roughness of the road surface on which the vehicle is traveling according to the above formula (3), the roughness can be compared with the roughness threshold. At this time, if it is determined that the roughness is greater than the roughness threshold, it means that the road surface type of the road surface on which the vehicle is traveling is a rough road surface. At this time, the steps described in S205 below can be executed to achieve the coordinated control of the first system and the second system.

[0127] S205. If it is determined that the road surface type is a rough road surface based on the roughness, send the rough road surface identifier corresponding to the rough road surface to the second system so that the second system adjusts the current of the continuously controlled damping system according to the rough road surface identifier.

[0128] This embodiment can enable the second system to adjust the current of the continuously controlled damping system according to the rough road surface identifier, thereby making the control of SUM more accurate.

[0129] In one example, the steps for the second system to adjust the current of the continuously controlled damping system according to the rough road surface identifier can be referred to the steps described below and will not be elaborated here.

[0130] In a possible implementation manner, if it is determined that the road surface type of the road surface on which the vehicle is traveling is a rough road surface, then the rough road surface grade of the road surface on which the vehicle is traveling can be determined based on the first state information and the second state information. Alternatively, the rough road surface grade of the road surface on which the vehicle is traveling can also be directly determined based on the first state information and the second state information.

[0131] At this time, the first state information includes the wheel acceleration and wheel speed in the first dimension; the second state information includes the wheel acceleration in the second dimension. At this time, for the process of determining the road surface type of the road on which the vehicle travels according to the first state information and the second state information, reference may be made to the content described in S206 below.

[0132] S206. If it is determined that the vehicle meets the first speed bump movement requirement based on the wheel acceleration and wheel speed in the first dimension and the wheel movement speed in the second dimension, then determine that the road surface type is the first type.

[0133] In an example, the first type is used to indicate that the road surface type of the road on which the entire vehicle travels is the speed bump type. At this time, when the front wheels of the vehicle meet the first speed bump movement requirement, it can be determined that the road surface type of the road on which the entire vehicle travels is the speed bump type.

[0134] Optionally, the first speed bump movement requirement may be: start timing when it is detected that the wheel acceleration is less than the acceleration threshold triggered by a rough road surface collision in the negative direction, and sequentially detect that the wheel acceleration is less than the minimum threshold of the rough road surface collision acceleration in the negative direction, the wheel acceleration becomes positive, the wheel acceleration is greater than the maximum threshold of the rough road surface collision acceleration in the positive direction, and the wheel speed is greater than the overshoot threshold of the rough road surface collision speed (that is, the wheel speed is greater than the vehicle speed, and the difference between the wheel speed and the vehicle speed exceeds the speed adjustment threshold) to obtain the speed bump detection time. Then, it can be determined whether the speed bump detection time is greater than the rough road surface collision trigger time threshold, the wheel vertical movement speed is greater than the rough road surface collision trigger speed threshold, and the wheel vertical position is greater than the rough road surface collision trigger position threshold, and when all the above conditions are met, it is determined that the speed bump movement requirement is satisfied. Among them, each of the above thresholds is an adjustable parameter, and the values of each of the above thresholds are not limited here, and shall be subject to meeting actual needs.

[0135] In the above embodiment, the road surface type can be comprehensively determined as the speed bump type according to the wheel speed and wheel acceleration in the first dimension and the wheel acceleration in the second dimension. Compared with the method of determining the road surface type only based on the wheel speed and wheel acceleration in the first dimension, the method of the present application considers richer information, making the determination of the road surface type more accurate.

[0136] In a possible implementation manner, in addition to including the wheel acceleration in the first dimension as described above, the first state information may further include a target time difference. The target time difference is used to indicate the time difference between the front wheels and the rear wheels of the vehicle passing over the speed bump.

[0137] At this time, when determining the road surface type of the road on which the vehicle travels according to the first state information and the second state information, reference may be made to the content described in S207 below.

[0138] S207. If it is determined according to the target time difference that the vehicle still meets the second speed bump movement requirement, then determine that the road surface type is the second type.

[0139] At this time, it is possible to determine whether the road surface type is the second type by detecting the time difference when both the front wheels and the rear wheels of the vehicle meet the above-mentioned first speed bump movement requirement.

[0140] In one example, the second type is used to indicate that the road surface type of the road traveled by some vehicles is the speed bump type. For example, the road surface type of the road traveled by the front half of the vehicle is the speed bump type, or the road surface type of the road traveled by the left / right part of the vehicle is the speed bump type.

[0141] In one example, it is possible to determine the time T1 when the road surface type of the front wheels of the vehicle is a speed bump, and determine the time T2 when the road surface type of the rear wheels of the vehicle is a speed bump. At this time, the difference between T1 and T2 is the target time difference.

[0142] At this time, if the target time difference is between the maximum time difference and the minimum time difference, then determine that the rear wheels of the vehicle do not meet the second speed bump movement requirement; if the target time difference is not between the maximum time difference and the minimum time difference, then determine that the rear wheels of the vehicle meet the second speed bump movement requirement.

[0143] In the above implementation, when both the front and rear wheels of the vehicle have passed over the speed bump, it is possible to more accurately determine whether the speed bumps passed by the front and rear wheels of the vehicle are the same speed bump through the target time difference, thereby achieving more precise control of the vehicle.

[0144] In a possible implementation, when it is determined that the road surface type of the road traveled by the vehicle is the speed bump type or the unilateral speed bump type, the steps described in S208 below can be executed.

[0145] S208. If it is determined that the road surface type is the speed bump type, then send the speed bump identifier corresponding to the speed bump type to the second system so that the second system performs current limit processing on the continuously controlled damping system according to the speed bump identifier.

[0146] Among them, the speed bump type is the first type or the second type.

[0147] In one example, if it is determined that the front wheels of the vehicle meet the first speed bump movement requirement but do not meet the second speed bump movement requirement, then it can be determined that the speed bump type is the first type; if it is determined that the front wheels of the vehicle meet the speed bump movement requirement and also meet the second speed bump movement requirement, then it can be determined that the speed bump type is the second type.

[0148] In one example, the process of the second system performing current limit processing on the continuously controlled damping system according to the speed bump identifier can refer to the process described in the vehicle control method applied to the second system below, which will not be elaborated here.

[0149] S209. Control the vehicle to travel according to the road surface type.

[0150] In one example, the road surface type may include, but is not limited to, the road surface types determined in the above embodiments.

[0151] At this time, if it is determined that the road surface type is a rough road surface type, then the vehicle can be controlled to execute the logic for a rough road surface; if it is determined that the road surface type is the first type, then the vehicle can be controlled to execute the logic for a speed bump road surface; if it is determined that the road surface type is the second type, then the vehicle can be controlled to execute the logic for a single-sided speed bump road surface. At this time, for different road surface types, different logics are executed to control the vehicle to travel, which is the prior art and will not be introduced in detail here.

[0152] In a possible implementation manner, in addition to controlling the vehicle to travel according to the road surface type of the road surface on which the vehicle travels determined according to the first state information and the second state information, the vehicle can also be controlled to travel according to the rough road surface identifier sent by the second system.

[0153] Specifically, after receiving the target identifier sent by the second system, it can be determined that the road surface type of the road surface on which the vehicle travels is the second type; then, the vehicle is controlled to travel according to the second type.

[0154] In one example, the target identifier can be understood as the identification information sent by the second system when it determines that the road surface type of the road surface on which the vehicle travels is the second type, that is, a single-sided speed bump road surface, and the target identifier is sent to the first system so that the first system controls the vehicle to travel according to the target identifier.

[0155] This implementation manner enables the first system to also control the vehicle to travel according to the detection result of the second system, avoiding mistakes of the first system and thus affecting the vehicle control effect.

[0156] The vehicle control method applied to the second system is introduced below. Refer to Figure 4 , Figure 4 which is a schematic flow of a vehicle control method provided by this application Figure 3 , at this time, the second system can be understood as the above-mentioned SUM. At this time, as Figure 4 shown, the method includes:

[0157] S401. Receive the road surface identifier sent by the first system and determine the matching current adjustment method according to the road surface identifier.

[0158] Among them, the matching current adjustment method is used to determine the matching current adjustment coefficient.

[0159] S402. Control the current value corresponding to the continuously controlled damping system according to the matching current adjustment coefficient determined by the matching current adjustment method.

[0160] In one example, when the second system controls the current value corresponding to the CCD, on the one hand, the CCD current can be adjusted for gain, and on the other hand, the CCD current can be adjusted for current limiting. This part is the prior art and will not be elaborated here.

[0161] Optionally, the road surface markings sent by the first system received by the second system at least include: rough road surface markings and speed bump markings.

[0162] Optionally, the speed bump marking is used to indicate the first type or the second type.

[0163] At this time, if the road surface marking sent by the first system is a rough road surface marking, the current adjustment coefficient determined by the matching current adjustment method is the gain adjustment coefficient. At this time, the CCD current can be adjusted for gain according to the gain adjustment coefficient. Optionally, the corresponding gain adjustment coefficient can be set in advance, so that after receiving the rough road surface marking sent by the first system, the pre-set gain adjustment coefficient can be obtained, and then the matching current adjustment method can be determined.

[0164] If the road surface marking sent by the first system is a speed bump marking, the current adjustment coefficient determined by the matching current adjustment method is the current limiting adjustment coefficient. At this time, the CCD current can be processed for current limiting according to the current limiting adjustment coefficient.

[0165] Optionally, for different types of speed bump markings (for example, the first type of speed bump marking or the second type of speed bump marking), different current limiting adjustment coefficients can be set in advance to achieve more accurate current limiting.

[0166] In a possible implementation manner, in addition to receiving the road surface markings sent by the first system, the second system can also determine the road surface type according to the vehicle driving speed and vehicle wheelbase information, and control the vehicle according to the determined road surface type.

[0167] Specifically, when it is determined that the front wheels of the vehicle meet the above first speed bump requirement, the vehicle driving speed and vehicle wheelbase information are obtained. Then, according to the vehicle driving speed and vehicle wheelbase information, it is determined that the rear wheels of the vehicle pass over the speed bump, and then a target marking is generated. Finally, according to the current adjustment method matching the target marking, the current value corresponding to the continuously controlled damping system is controlled, and the target marking is sent to the first system so that the first system controls the vehicle driving according to the target marking.

[0168] In one example, the target identifier can be understood as a speed bump identifier corresponding to the second type. At this time, the current value corresponding to the CCD can be controlled according to the above-mentioned current adjustment method matched with the speed bump identifier corresponding to the second type.

[0169] Meanwhile, sending the target identifier to the first system enables the first system to calibrate vehicle control based on the target identifier.

[0170] The following describes the process of vehicle control achieved through the interaction between the first system and the second system. Refer to Figure 5 , Figure 5 which is a schematic flowchart of a vehicle control method provided by this application Figure 4 , as Figure 5 shown. The first system can be a BCM, and the second system can be a SUM. At this time, the BCM can receive the second status information sent by the SUM, and thus determine the road surface type of the road on which the vehicle is traveling based on the first status information and the second status information. After determining the road surface type, on the one hand, the BCM can control the vehicle according to the road surface type, and on the other hand, it can send the road surface identifier corresponding to the road surface type to the SUM. At this time, the SUM can determine the matching current adjustment method based on the received road surface identifier, and then adjust the CCD current.

[0171] Meanwhile, the BCM can also receive the target identifier sent by the SUM, and thus control the vehicle according to the target identifier, realizing the coordinated control of the vehicle by the BCM and the SUM.

[0172] Figure 6 which is a schematic structural diagram of a vehicle control device provided by this application and is applied to the first system. As Figure 6 shown, the vehicle control device 60 provided in this embodiment includes:

[0173] An acquisition unit 601, configured to acquire the first status information of the vehicle and receive the second status information sent by the second system; wherein, the first status information indicates the driving status of the vehicle in the first dimension; the second status information indicates the driving status of the vehicle in the second dimension.

[0174] A determination unit 602, configured to determine the road surface type of the road on which the vehicle is traveling based on the first status information and the second status information.

[0175] A first control unit 603, configured to control the vehicle to travel according to the road surface type and send the road surface identifier corresponding to the road surface type to the second system.

[0176] Optionally, the first status information includes the wheel acceleration in the first dimension; the second status information includes the wheel acceleration in the second dimension; at this time, the determination unit 602 is configured to:

[0177] Determine the initial roughness of the vehicle according to the wheel acceleration in the first dimension;

[0178] Determine the roughness adjustment factor according to the wheel acceleration in the second dimension;

[0179] Determine the roughness of the road surface on which the vehicle travels according to the initial roughness of the vehicle and the roughness adjustment factor, and determine the road surface type according to the roughness; wherein, the roughness is used to determine whether the road surface is a rough road surface.

[0180] Optionally, the first control unit 603 is configured to:

[0181] If it is determined that the road surface type is a rough road surface according to the roughness, send the rough road surface identifier corresponding to the rough road surface to the second system, so that the second system adjusts the current of the continuously controlled damping system according to the rough road surface identifier.

[0182] Optionally, the first state information includes the wheel acceleration and wheel speed in the first dimension; the second state information includes the wheel movement speed in the second dimension; at this time, the determination unit 602 is configured to:

[0183] If it is determined that the vehicle meets the first deceleration bump movement requirement according to the wheel acceleration and wheel speed in the first dimension and the wheel movement speed in the second dimension, determine that the road surface type is the first type.

[0184] Optionally, the first state information further includes a target time difference; the target time difference is used to indicate the time difference between the front wheel and the rear wheel of the vehicle passing over the deceleration bump; the device is further configured to:

[0185] If it is determined that the vehicle further meets the second deceleration bump movement requirement according to the target time difference, determine that the road surface type is the second type.

[0186] Optionally, the first control unit 603 is configured to:

[0187] If it is determined that the road surface type is a deceleration bump type, send the deceleration bump identifier corresponding to the deceleration bump type to the second system, so that the second system performs current limiting processing on the continuously controlled damping system; wherein, the deceleration bump type is the first type or the second type.

[0188] Optionally, the device is further configured to:

[0189] After receiving the target identifier sent by the second system, determine that the road surface type of the road surface on which the vehicle travels is the second type;

[0190] Control the vehicle to travel according to the second type.

[0191] Figure 7The following is a schematic structural diagram of another vehicle control device provided by this application, which is applied to the second system. For example, Figure 7 As shown in the figure, the vehicle control device 70 provided in this embodiment includes:

[0192] A receiving unit 701, configured to receive a road surface identifier sent by the first system and determine a matching current adjustment method according to the road surface identifier; wherein, the matching current adjustment method is used to determine a matching current adjustment coefficient.

[0193] A second control unit 702, configured to control the current value corresponding to the continuously controlled damping system according to the matching current adjustment coefficient determined by the matching current adjustment method.

[0194] Optionally, the road surface identifier at least includes: a rough road surface identifier and a speed bump identifier.

[0195] Optionally, the device is further configured to:

[0196] When it is determined that the front wheels of the vehicle meet the speed bump requirements, obtain the vehicle driving speed and vehicle wheelbase information;

[0197] According to the vehicle driving speed and vehicle wheelbase information, determine that the rear wheels of the vehicle pass over the speed bump, and then generate a target identifier;

[0198] Control the current value corresponding to the continuously controlled damping system according to the current adjustment method matching the target identifier, and send the target identifier to the first system, so that the first system controls the vehicle to drive according to the target identifier.

[0199] The vehicle control device provided in this embodiment can execute the method provided in the above method embodiment, and its implementation principle and technical effects are similar, so details are not described here in this embodiment.

[0200] Figure 8 The following is a schematic structural diagram of an electronic device provided by this application. For example, Figure 8 As shown in the figure, the electronic device 80 provided in this embodiment includes: at least one processor 801 and a memory 802. Optionally, the electronic device 80 further includes a communication component 803. Among them, the processor 801, the memory 802, and the communication component 803 are connected through a bus 804.

[0201] In a specific implementation process, at least one processor 801 executes computer execution instructions stored in the memory 802, so that at least one processor 801 executes the above method.

[0202] The specific implementation process of the processor 801 can refer to the above method embodiment, and its implementation principle and technical effects are similar, so details are not described here in this embodiment.

[0203] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or may also be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. The steps of the method disclosed in combination with the invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules in the processor.

[0204] The memory may include a high-speed random access memory (RAM), and may also include non-volatile memory (NVM), such as at least one disk memory.

[0205] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, the buses in the drawings of this application are not limited to only one bus or one type of bus.

[0206] This application also provides a vehicle, which includes a first system, a second system and Figure 8 the electronic device shown.

[0207] This application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0208] This application also provides a computer-readable storage medium, in which computer-executable instructions are stored, and when the processor executes the computer-executable instructions, the above method is implemented.

[0209] The above-readable storage medium may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk. The readable storage medium may be any available medium accessible by a general-purpose or special-purpose computer.

[0210] An exemplary readable storage medium is coupled to the processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium may also be an integral part of the processor. The processor and the readable storage medium may be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium may also exist as discrete components in a device.

[0211] The division of units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections between each other may be through some interfaces, and the indirect couplings or communication connections of devices or units may be in electrical, mechanical, or other forms.

[0212] The units described as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0213] In addition, in each embodiment of the present invention, the functional units may be integrated in a processing unit, or each unit may exist physically alone, or two or more units may be integrated in one unit.

[0214] If a function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing an electronic device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods of various embodiments of the present invention. The aforementioned storage medium includes: USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs, etc., which are various media that can store program codes.

[0215] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When this program is executed, it executes the steps including the above method embodiments; and the aforementioned storage medium includes: ROMs, RAMs, magnetic disks, or optical discs, etc., which are various media that can store program codes.

[0216] Finally, it should be noted that: After considering the specification and practicing the invention disclosed herein, those skilled in the art will easily think of other implementation manners of the present invention. The present invention is intended to cover any variations, uses, or adaptations of the present invention, which follow the general principles of the present invention and include common general knowledge or conventional technical means in the technical field not disclosed in the present invention. It is not limited to the precise structures already described and illustrated in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is only limited by the appended claims.

Claims

1. A vehicle control method, characterized in that, Applied to the first system; the method includes: Obtain the first state information of the vehicle and receive the second state information sent by the second system; wherein, the first state information indicates the driving state of the vehicle in the first dimension; the second state information indicates the driving state of the vehicle in the second dimension; Determine the road surface type of the road surface on which the vehicle is traveling according to the first state information and the second state information; Control the vehicle to travel according to the road surface type and send the road surface identifier corresponding to the road surface type to the second system.

2. The method according to claim 1, characterized in that, The first state information includes the wheel acceleration in the first dimension; the second state information includes the wheel acceleration in the second dimension; determining the road surface type of the road surface on which the vehicle is traveling according to the first state information and the second state information includes: Determine the initial roughness of the vehicle according to the wheel acceleration in the first dimension; Determine the roughness adjustment factor according to the wheel acceleration in the second dimension; Determine the roughness of the road surface on which the vehicle is traveling according to the initial roughness of the vehicle and the roughness adjustment factor, and determine the road surface type according to the roughness; wherein, the roughness is used to determine whether the road surface is a rough road surface.

3. The method according to claim 2, characterized in that, Sending the road surface identifier corresponding to the road surface type to the second system includes: If it is determined that the road surface type is a rough road surface according to the roughness, send the rough road surface identifier corresponding to the rough road surface to the second system, so that the second system adjusts the current of the continuously controlled damping system according to the rough road surface identifier.

4. The method according to claim 1, wherein The first state information includes the wheel acceleration and wheel speed in the first dimension; the second state information includes the wheel movement speed in the second dimension; Determine the road surface type of the road surface on which the vehicle is traveling according to the first state information and the second state information, including: If it is determined that the vehicle meets the first speed bump movement requirement according to the wheel acceleration and the wheel speed in the first dimension and the wheel movement speed in the second dimension, determine that the road surface type is the first type.

5. The method according to claim 4, characterized in that The first state information further includes a target time difference; the target time difference is used to indicate the time difference between the front wheel and the rear wheel of the vehicle passing over the speed bump; the method further includes: If it is determined that the vehicle also meets the second speed bump movement requirement according to the target time difference, determine that the road surface type is the second type.

6. The method according to claim 5, characterized in that, Sending the road surface identifier corresponding to the road surface type to the second system includes: If it is determined that the road surface type is the speed bump type, send the speed bump identifier corresponding to the speed bump type to the second system, so that the second system performs current limit processing on the continuously controlled damping system according to the speed bump identifier; wherein, the speed bump type is the first type or the second type.

7. The method according to any one of claims 1 to 6, characterized in that The method further includes: After receiving the target identifier sent by the second system, determine that the road surface type of the road surface on which the vehicle is traveling is the second type; Control the vehicle to travel according to the second type.

8. A vehicle control method, characterized in that, Applied to the second system; the method includes: Receive the road surface markings sent by the first system, and determine the matching current adjustment method according to the road surface markings; wherein, the matching current adjustment method is used to determine the matching current adjustment coefficient; Control the current value corresponding to the continuously controlled damping system according to the matching current adjustment coefficient determined by the matching current adjustment method.

9. The method according to claim 8, wherein The road surface markings at least include: rough road surface markings and speed bump markings.

10. The method according to claim 8, characterized in that The method further includes: When it is determined that the front wheels of the vehicle meet the speed bump requirements, obtain the vehicle driving speed and vehicle wheelbase information; According to the vehicle driving speed and the vehicle wheelbase information, determine that the rear wheels of the vehicle pass over the speed bump, and then generate a target marking; Control the current value corresponding to the continuously controlled damping system according to the current adjustment method matching the target marking, and send the target marking to the first system, so that the first system controls the vehicle to drive according to the target marking.

11. An electronic device, characterized in that, Comprising: A memory, a processor; The memory stores computer execution instructions; The processor executes the computer execution instructions stored in the memory, so that the processor executes the method according to any one of claims 1 to 7, or executes the method according to any one of claims 8 to 10.

12. A vehicle, characterized in that, The vehicle includes a first system, a second system and the electronic device according to claim 11.

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