Vehicle bumping improvement method and device, electronic equipment and storage medium

Abstract

The invention provides a vehicle bumping improvement method and device, electronic equipment and a storage medium. The method comprises the following steps: acquiring driving data of a vehicle; according to the driving data, a torque control strategy is determined, and the torque control strategy comprises the steps that only the instruction torque of the vehicle is adjusted, only the damping torque of the vehicle is adjusted, and the instruction torque and the damping torque of the vehicle are adjusted at the same time; and when the vehicle is in the bumping state, the torque of the vehicle is adjusted according to the torque control strategy. According to the method, the current driving state of the vehicle is determined through the driving data, the torque control strategies are executed according to the driving state, the influence of bumping on the vehicle is improved in a targeted mode through the different torque control strategies, the impact of bumping on transmission system components is reduced while the driving and riding experience of a user is improved, and the user experience is improved. Damage and failure of parts are avoided, and driving safety is guaranteed.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicles, and particularly relates to a vehicle bump improvement method and device, electronic equipment and storage medium. BACKGROUND

[0002] When an electric vehicle passes through a bump road, torsional vibration will be generated on the transmission system, and the torsional vibration will be transmitted to the whole vehicle, which will generate additional lateral and longitudinal acceleration, and will have an adverse effect on driving and riding experience. Torsional vibration will also cause damage to transmission system components, leading to component failure and affecting driving safety.

[0003] In related technologies, when it is determined that the vehicle passes through a bump road, the influence of the bump on the vehicle is usually improved by adjusting the driving parameters of the vehicle, such as motor torque, but the adjustment strategy of the driving parameters is usually single and fixed, and cannot adapt to the driving conditions of the vehicle. SUMMARY

[0004] In order to solve the above technical problems, the present disclosure provides a vehicle bump improvement method, device, electronic equipment and storage medium.

[0005] The present disclosure provides a vehicle bump improvement method, comprising: acquiring driving data of a vehicle; determining a torque control strategy according to the driving data, wherein the torque control strategy comprises adjusting only an instruction torque of the vehicle, adjusting only a damping torque of the vehicle, and adjusting both the instruction torque and the damping torque of the vehicle; and adjusting the torque of the vehicle according to the torque control strategy when the vehicle is in a bump state.

[0006] Optionally, the driving data comprises motor speed data and / or suspension motion data of the vehicle; and the determining the torque control strategy according to the driving data comprises: determining a bump degree of the vehicle according to the motor speed data and / or the suspension motion data in response to the vehicle being in a bump state; and determining the torque control strategy according to the bump degree, wherein the bump degree has at least two types in total, and the torque control strategy corresponding to each type of the bump degree is different.

[0007] Optionally, determining the vehicle's bump level based on the motor speed data and / or the suspension motion data includes: determining the bump level as a first bump level in response to the motor speed data and / or the suspension motion data being within a first bump range; or, determining the bump level as a second bump level in response to the motor speed data and / or the suspension motion data being within a second bump range; wherein the minimum value of the first bump range is greater than or equal to the maximum value of the second bump range; determining the torque control strategy based on the bump level includes: determining the torque control strategy as simultaneously adjusting the vehicle's command torque and damping torque in response to the bump level being the first bump level; or, determining the torque control strategy as adjusting only the vehicle's command torque or only the vehicle's damping torque in response to the bump level being the second bump level.

[0008] Optionally, determining the vehicle's bump level based on the motor speed data and / or the suspension motion data includes: determining the bump level as a third bump level in response to the motor speed data and / or the suspension motion data being within a third bump range, wherein the minimum value of the second bump range is greater than or equal to the maximum value of the third bump range; determining the torque control strategy based on the bump level includes: determining the torque control strategy to adjust only the command torque of the vehicle in response to the bump level being the second bump level; or, determining the torque control strategy to adjust only the damping torque of the vehicle in response to the bump level being the third bump level.

[0009] Optionally, the driving data includes the current vehicle speed; determining the torque control strategy based on the driving data includes: determining the vehicle speed level based on the current vehicle speed; determining the torque control strategy based on the speed level, wherein there are at least two speed levels, and the torque control strategy corresponding to each speed level is different.

[0010] Optionally, determining the vehicle speed level based on the current vehicle speed includes: determining the vehicle speed level as a first speed level in response to the current vehicle speed being within a first speed range; or, determining the vehicle speed level as a second speed level in response to the current vehicle speed being within a second speed range; or, determining the vehicle speed level as a third speed level in response to the current vehicle speed being within a third speed range; wherein the minimum value of the first speed range is greater than or equal to the maximum value of the second speed range, and the minimum value of the second speed range is greater than or equal to the maximum value of the third speed range; determining the torque control strategy based on the vehicle speed level includes: determining the torque control strategy as adjusting only the damping torque of the vehicle in response to the vehicle speed level being the first speed level; or, determining the torque control strategy as simultaneously adjusting the command torque and damping torque of the vehicle in response to the vehicle speed level being the second speed level; or, determining the torque control strategy as adjusting only the command torque of the vehicle in response to the vehicle speed level being the third speed level.

[0011] Optionally, the torque control strategy specifically includes adjusting only the command torque of the vehicle for a first duration, adjusting only the damping torque of the vehicle for a second duration, and adjusting the command torque of the vehicle for the first duration while simultaneously adjusting the damping torque of the vehicle for the second duration; wherein the first duration is shorter than the second duration.

[0012] Optionally, after adjusting the torque of the vehicle according to the torque control strategy, the method further includes: gradually restoring the command torque and / or damping torque of the vehicle to the command torque and / or damping torque before adjustment according to the torque control strategy at a certain slope.

[0013] Optionally, adjusting the damping torque of the vehicle includes: adjusting the limiting range of the damping torque of the vehicle and / or PI control parameters, wherein the damping torque of the vehicle can vary within the limiting range, and the PI control parameters include a gain parameter output by a PI controller.

[0014] This disclosure also provides a vehicle bump improvement device, comprising: a data acquisition module for acquiring vehicle driving data; a strategy formulation module for determining a torque control strategy based on the driving data, wherein the torque control strategy includes adjusting only the command torque of the vehicle, adjusting only the damping torque of the vehicle, and adjusting both the command torque and the damping torque of the vehicle simultaneously; and a torque adjustment module for adjusting the torque of the vehicle according to the torque control strategy when the vehicle is in a bumpy state.

[0015] This disclosure also provides an electronic device, including: a processor; a memory for storing executable instructions; wherein the processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the method described in any of the preceding claims.

[0016] This disclosure also provides a computer-readable storage medium having a computer program stored thereon, the storage medium storing the computer program such that, when the computer program is executed by a processor, the processor performs the method described in any of the preceding claims.

[0017] Compared with the prior art, the technical solution provided in this disclosure has the following advantages: The method provided in this disclosure determines the current driving state of the vehicle through driving data, executes torque control strategy according to the driving state, and improves the impact of bumps on the vehicle in a targeted manner through different torque control strategies, thereby enhancing the user's driving and riding experience, reducing the impact of bumps on the transmission system components, avoiding component damage and failure, and thus ensuring driving safety. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0019] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic flowchart illustrating a method for improving vehicle bumpiness provided in an embodiment of this disclosure;

[0021] Figure 2 This is a schematic diagram of a vehicle bump improvement device provided in an embodiment of the present disclosure;

[0022] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure. Detailed Implementation

[0023] To better understand the above-mentioned objectives, features, and advantages of the embodiments of this disclosure, the solutions of the embodiments of this disclosure will be further described below. It should be noted that, unless otherwise specified, the embodiments of this disclosure and the features within them can be combined with each other.

[0024] Numerous specific details are set forth in the following description in order to provide a full understanding of the embodiments of this disclosure, but the embodiments of this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of the embodiments of this disclosure, and not all embodiments.

[0025] One embodiment of this disclosure provides a method for improving vehicle bumpiness, such as... Figure 1 As shown, it includes:

[0026] S1. Obtain vehicle driving data.

[0027] Driving data can include the vehicle's current speed, motor speed data, and / or suspension motion data, as well as data such as fuel consumption, fault codes, posture, driving route, and braking data. Through this data, the current driving status of the vehicle can be determined.

[0028] In practice, a large amount of driving data, such as motor speed, vehicle speed, fuel consumption, and fault codes, can be obtained from inside the vehicle through the on-board diagnostic interface. Alternatively, the vehicle's latitude and longitude information can be obtained in real time by installing a GPS tracking device, and data such as the vehicle's driving trajectory, speed, mileage, and dwell time can be calculated. Alternatively, video information of the vehicle's surroundings can be recorded by a dashcam, and the required data can be extracted from the video information. Alternatively, data can be collected through the vehicle's built-in sensors (such as accelerometers, gyroscopes, magnetometers, etc.), and the data can be analyzed by the vehicle's processor to obtain information such as the vehicle's attitude, speed, driving route, suspension motion data, and driving behavior. Alternatively, the vehicle's status and location can be remotely monitored through a telematics system, collecting various real-time data including vehicle speed, driving distance, fuel consumption, braking frequency, and air conditioning usage. Those skilled in the art can choose the data acquisition method according to the specific circumstances of different vehicle models, or they can choose other data acquisition methods known to those skilled in the art; no further limitations are imposed here.

[0029] S2. Determine the torque control strategy based on driving data. The torque control strategy includes adjusting only the vehicle's command torque, adjusting only the vehicle's damping torque, and adjusting both the vehicle's command torque and damping torque simultaneously.

[0030] Command torque and damping torque have different goals and functions in motor torque control. Specifically: Command torque is the torque calculated based on the driver's operation (such as the force applied to the accelerator pedal) and the vehicle's driving needs (such as acceleration, hill climbing, cruising, etc.). In electric vehicles, this torque command is sent to the motor controller, which then performs corresponding current control based on the motor's characteristics, thereby causing the motor to output the corresponding mechanical torque. Command torque directly affects the vehicle's acceleration performance, power response, and driving speed. Damping torque, on the other hand, is a dynamically changing torque applied to reduce or eliminate motor speed data. Damping torque is typically achieved through algorithms such as PI controllers, which monitor the vehicle's status in real time and calculate an appropriate compensation value, then superimpose it onto the command torque. Finally, the motor executes the superimposed target output torque.

[0031] Damping torque has a relatively small impact on the motor's final target output torque, and its effect on improving the impact of bumps is not particularly significant, but it also does not greatly affect the driving experience. Adjusting the command torque has a larger impact on the motor's final target output torque, and its effect on improving the impact of bumps is more significant, but it also has a more significant impact on vehicle driving. Adjusting both command torque and damping torque will maximize the improvement of the impact of bumps, but at the same time, its impact on vehicle driving is also more significant. Therefore, different torque control strategies have different effects on improving bumps and different impacts on the driving experience. Applying the appropriate torque control strategy under different driving conditions can maximize the advantages and minimize the disadvantages.

[0032] S3. When the vehicle is in a bumpy state, adjust the vehicle's torque according to the torque control strategy.

[0033] In practical implementation, the process of identifying whether the vehicle is in a bumpy state is included before S3. Furthermore, the process of identifying bumps can be performed before S2, that is, after determining that the vehicle is in a bumpy state, the torque control strategy is further determined based on the driving data; or the process of identifying bumps can be performed after S2, that is, the torque control strategy is determined in advance based on the driving data, and the pre-determined torque control strategy is directly applied after determining that the vehicle is in a bumpy state.

[0034] The method provided in this disclosure determines the current driving status of a vehicle through driving data, executes a torque control strategy based on the driving status, and specifically improves the impact of bumps on the vehicle through different torque control strategies. This enhances the user's driving and riding experience while reducing the impact of bumps on transmission system components, preventing component damage and failure, and thus ensuring driving safety.

[0035] In one specific embodiment, adjusting the vehicle's command torque can specifically include reducing the command torque to X times the original command torque, where X is less than 1. Specifically, the command torque is positively correlated with the target output torque desired by the driver. During vehicle operation, if encountering road bumps, the command torque can be appropriately reduced beyond the user's desired target. This naturally reduces the impact force on the vehicle and the impact torque on the transmission system, thereby mitigating the impact of bumps on the vehicle and its occupants.

[0036] In one specific embodiment, adjusting the damping torque of the vehicle may specifically include adjusting the limiting range of the vehicle's damping torque and / or PI control parameters, wherein the vehicle's damping torque can vary within the limiting range, and the PI control parameters include gain parameters output by a PI controller.

[0037] When applying damping torque to a vehicle motor via a PI controller, the limiting range primarily refers to the fact that the damping torque command output by the controller should not exceed the torque range that the motor can safely and effectively execute. When the vehicle is traveling smoothly, to balance vehicle handling stability and safety, the limiting range of the damping torque is relatively small (lower upper limit and higher lower limit). The limiting range of the damping torque during smooth vehicle travel is generally determined by those skilled in the art based on multiple factors, including motor performance, vehicle dynamics model, driver habits, and road regulations.

[0038] In the embodiments described above, the limiting range for adjusting the damping torque can be an amplified version of the original limiting range, for example, amplified to Z times the original limiting range, where Z is greater than 1. Amplifying the limiting range allows the PI controller to apply a larger damping torque to the motor, thereby mitigating the impact of bumps on the vehicle and its occupants.

[0039] In practice, two damping torque limit ranges can be predetermined for the motor. The larger limit range is the torque range that ensures the motor can perform safely and effectively, while the smaller limit range is the limit range used when the vehicle is driving smoothly. When the vehicle is in a bumpy state and the damping torque needs to be adjusted, the smaller limit range can be adjusted to the larger limit range.

[0040] In the process of applying damping torque to the vehicle motor via a PI controller, the PI control parameters can include the gain parameters of the PI controller output, specifically the proportional gain and integral gain. The proportional gain affects the system's immediate response speed to errors and the sensitivity of system adjustment. Increasing the proportional gain allows the system to respond to errors faster, but excessively high proportional gain may lead to system overshoot or oscillation. The integral gain is used to eliminate static errors in the system, that is, to gradually increase the controller output over a long period to offset persistent errors. Increasing the integral gain helps improve steady-state accuracy, but excessively high integral gain may lead to sluggish system response or integral saturation. By adjusting the above PI control parameters, the generation and adjustment of damping torque by the PI controller can be affected, thereby optimizing the output damping torque to the motor to adapt to changes in road conditions.

[0041] In some embodiments, the process of identifying whether a vehicle is in a bumpy state includes:

[0042] The system determines whether the vehicle is experiencing bumps or vibrations based on driving data. The data used to determine whether the vehicle is experiencing bumps or vibrations can be partially the same, completely identical, or entirely different from the driving data used to determine the torque control strategy.

[0043] Specifically, attitude sensors (such as gyroscopes and inertial measurement units) deployed in the vehicle can measure its attitude and trajectory. When the vehicle travels over uneven surfaces, parameters such as body tilt and roll angle will change. Analyzing these changes can help determine road conditions and whether the vehicle is currently or about to experience bumps. Alternatively, onboard cameras, combined with image processing technology, can capture images of the road ahead and analyze road texture and undulations, which can also help determine whether the vehicle is currently or about to experience bumps. Furthermore, acoustic sensors can collect noise and vibration signals from vehicles traveling over uneven surfaces, and signal processing techniques can be used to analyze these sound characteristics to aid in road condition assessment. Finally, vehicle-to-everything (V2X) technology, combined with high-precision maps and cloud services, can utilize road condition information collected from other vehicles or the cloud to predict the presence of bumpy roads ahead.

[0044] Those skilled in the art may also use other related technologies for bump identification, which will not be limited here.

[0045] In one specific embodiment, the process of identifying whether a vehicle is in a bumpy state includes: determining whether the vehicle is in a bumpy state based on motor speed data and / or suspension motion data.

[0046] Specifically, motor speed data can include speed fluctuation amplitude, speed deviation, and speed fluctuation rate. Speed ​​deviation is the difference between the actual speed and the rated speed or set speed. It can be obtained by directly measuring the motor's actual speed and comparing it with the rated speed indicated on the motor nameplate or the target speed set by the control system (both in rpm). The formula is: Speed ​​Deviation = Actual Speed ​​- Rated Speed ​​(or Target Speed). Speed ​​fluctuation rate measures the percentage change in speed relative to the rated speed or average speed. It can be obtained by calculating the ratio of the speed fluctuation amplitude to the rated speed and is usually used to represent the relative stability of the speed. The formula is: Speed ​​Fluctuation Rate = [(Maximum Speed ​​- Minimum Speed) / Rated Speed ​​(or Average Speed)] × 100%.

[0047] The vehicle suspension refers to a series of components and devices installed between the chassis (or body) and the wheels. Its main function is to connect the chassis and wheels, while absorbing and reducing some of the vibrations and impacts caused by uneven road surfaces or other external forces during vehicle operation, ensuring the vehicle's stability, comfort, and safety. Suspension motion data can include suspension displacement amplitude, peak suspension displacement, suspension displacement fluctuation amplitude, suspension longitudinal velocity, and suspension longitudinal acceleration. Displacement amplitude refers to the maximum distance the suspension deviates from its static equilibrium position during vibration, usually measured in millimeters (mm). It reflects the range of vertical movement of the suspension within a complete vibration cycle. The larger the displacement amplitude, the more severe the impact or vibration faced by the suspension. Peak displacement is similar to displacement amplitude but focuses more on capturing the maximum or minimum value of suspension displacement at a specific moment. During vehicle operation, especially when driving over bumpy roads, measuring the instantaneous peak displacement helps in identifying the bumpy conditions. Specifically, suspension displacement refers to the vertical displacement of the suspension in the direction perpendicular to the ground. Longitudinal refers to the direction perpendicular to the ground. The longitudinal velocity / acceleration of the suspension is the velocity / acceleration generated by the suspension due to its deviation from the static equilibrium position during vibration. It is usually measured in millimeters per second (mm / s) and can reflect the degree of suspension vibration. The greater the velocity / acceleration, the more severe the impact or vibration faced by the suspension.

[0048] In one specific embodiment, determining whether the vehicle is in a bumpy state based on motor speed data and / or suspension motion data includes:

[0049] The vehicle is determined to be in a bumpy state when the motor speed data exceeds the fluctuation threshold and / or the suspension motion data exceeds the motion threshold.

[0050] The aforementioned fluctuation thresholds represent the maximum value of motor speed data when the vehicle is traveling on a smooth road surface, and the aforementioned motion thresholds represent the maximum value of suspension motion data when the vehicle is traveling on a smooth road surface. When the vehicle is in a bumpy state, the motor speed fluctuation (including fluctuation amplitude, speed deviation, speed fluctuation rate, etc.) will increase, and the suspension motion data (including suspension displacement amplitude, suspension displacement peak value, suspension displacement fluctuation amplitude, suspension longitudinal speed, suspension longitudinal acceleration, etc.) will also increase. When both the motor speed data and / or the suspension motion data exceed the thresholds, it indicates that the vehicle is in a bumpy state.

[0051] In another specific embodiment, determining whether the vehicle is in a bumpy state based on motor speed data and / or suspension motion data includes:

[0052] The system determines whether a vehicle is in a bumpy state based on both motor speed data and suspension motion data. Specifically, it determines that the vehicle is in a bumpy state when both motor speed data and suspension motion data exceed a fluctuation threshold.

[0053] Many unconventional operating conditions only affect one of the vehicle's motor and suspension. For example, frequent starts and stops of the vehicle can cause fluctuations in motor speed, while the suspension will not undergo significant displacement. This disclosure will also provide more examples of other unconventional operating conditions in the following embodiments. However, when the vehicle is traveling on a bumpy road and is in a bumpy state, both the motor and suspension will be impacted, causing fluctuations in motor speed and displacement of the suspension. The method provided in the embodiments of this disclosure identifies whether the vehicle is in a bumpy state based on motor speed data and suspension motion data, which can avoid misjudging other unconventional operating conditions as bumpy operating conditions, improve the accuracy of bumpy state identification, and ensure the user's driving experience and driving safety.

[0054] In practice, the aforementioned motor speed data can be obtained through the following methods: A speed sensor, such as a Hall effect sensor, photoelectric encoder, or magnetoelectric speed sensor, is installed on the motor shaft. These sensors can directly or indirectly detect the rotational speed of the motor shaft and convert it into an electrical signal. The electrical signal output by the sensor typically needs to be processed and recorded by a data acquisition system. In vehicles, the data acquisition system may be integrated into the motor controller, vehicle control unit, or dedicated data recording equipment. These devices can receive sensor signals, digitize them, and record them at a certain sampling rate. The raw signal output by the sensor may need to undergo signal conditioning steps such as amplification and filtering to remove noise, improve the signal-to-noise ratio, and convert the signal into a format suitable for subsequent processing. For example, for pulse sensors (such as encoders), it may be necessary to calculate the pulse frequency to obtain the rotational speed. The acquired speed data is then processed to calculate parameters such as instantaneous speed, average speed, speed fluctuation amplitude, speed deviation, and speed fluctuation rate. Motor speed data can be quantified by calculating statistical quantities such as the variance, standard deviation, and peak-to-peak value (the difference between the maximum positive and maximum negative values ​​on the electrical signal waveform). Alternatively, the frequency domain characteristics of the speed signal can be analyzed using methods such as Fast Fourier Transform to identify the frequency components of speed fluctuations.

[0055] Specifically, a suspension typically consists of the following main components: elastic elements (such as coil springs, leaf springs, torsion bar springs, air springs, etc.) to absorb and release energy and mitigate the impact of uneven road surfaces; shock absorbers (including hydraulic shock absorbers and electronically controlled shock absorbers) that work in conjunction with the elastic elements to suppress repeated bouncing after the springs absorb shocks, converting mechanical energy into heat energy and further reducing vibration; guiding mechanisms (such as control arms, linkages, tie rods, torsion beams, etc.) to ensure that the wheels move along the correct trajectory and transmit torque; a lateral stabilizer bar (also called an anti-roll bar) to limit excessive body roll and improve the lateral stability of the vehicle; and other auxiliary components, including buffer blocks, bushings, linkages, and suspension sub-beams, to support and connect the above main components and reduce noise and wear.

[0056] In practical implementation, the aforementioned suspension motion data can be obtained through the following methods: Displacement / acceleration sensors, such as LVDTs (Linear Variable Differential Transformers), eddy current displacement sensors, magnetostrictive displacement sensors, and optical encoders, are installed in key suspension components (such as the aforementioned shock absorbers, guide mechanisms, and stabilizer bars). These sensors can directly or indirectly measure the displacement of suspension components and convert it into electrical signals. The electrical signals output by the sensors need to be processed and recorded by a data acquisition system. In vehicles, the data acquisition system may be integrated into the vehicle control unit, suspension control module, or dedicated data recording equipment. These devices receive sensor signals, digitize them, and record them at a certain sampling rate. The raw signals output by the sensors may need to undergo signal conditioning steps such as amplification, filtering, and linearization to remove noise, improve the signal-to-noise ratio, and convert the signal into a format suitable for subsequent processing. For example, for LVDTs, demodulation may be required to obtain the displacement. The acquired displacement data is then processed to calculate parameters such as the suspension displacement amplitude, peak displacement, instantaneous displacement, average displacement, and displacement fluctuation amplitude. Suspension motion data can be quantified by calculating statistical quantities such as displacement variance, standard deviation, and peak-to-peak value. Alternatively, the frequency domain characteristics of the displacement signal can be analyzed using methods such as Fast Fourier Transform to identify the frequency components of displacement fluctuations.

[0057] The aforementioned unconventional operating conditions include at least one of the following: vehicle slippage, vehicle acceleration exceeding the acceleration threshold, frequent start-stop, vehicle malfunction, steep slope driving, and sudden changes in electrical load.

[0058] Specifically, when the road surface is wet or icy and the vehicle is skidding, even on a smooth surface, the reduced friction between the tires and the road surface requires the motor to frequently adjust its speed to maintain stable vehicle operation, resulting in potentially large speed fluctuations. However, the suspension will not produce significant displacement in this situation. When the vehicle's acceleration exceeds the acceleration threshold, i.e., during rapid acceleration or deceleration, the motor speed may also fluctuate significantly, especially when the motor directly drives the wheels. However, the suspension will not produce significant displacement in this situation. When the vehicle frequently starts and stops, the motor speed changes frequently and fluctuates significantly, which may be confused with speed fluctuations caused by bumpy roads. However, the suspension will not produce significant displacement in this situation. When the vehicle is driving on a steep slope, especially a steep one, the motor needs to constantly adjust its speed to adapt to changes in load, resulting in potentially large speed fluctuations that can be misinterpreted as bumps. However, the suspension will not produce significant displacement in this situation. When the vehicle's electrical load changes abruptly, such as when the air conditioner, electric power steering system, or other high-power electrical appliances are suddenly turned on, the motor needs to provide additional power, which may cause speed fluctuations. However, the suspension will not produce significant displacement in this situation.

[0059] When a vehicle malfunctions, such as abnormal tire pressure, it will affect the contact area and pressure distribution between the tire and the road surface, which may lead to abnormal suspension motion data. However, the motor will not produce large speed fluctuations in this case. Alternatively, if suspension system components (such as shock absorbers, springs, bushings, etc.) malfunction or age, it may lead to abnormal suspension motion data, which may be misinterpreted as bumps. However, the motor will not produce large speed fluctuations in this case.

[0060] It is understandable that although the abnormal operating conditions of vehicle malfunctions may include many other types of malfunctions, some of which may not cause the motor and suspension to experience speed fluctuations and displacements, since bumps will definitely cause the motor and suspension to experience speed fluctuations and displacements, even if the above-described method of the present disclosure is applied at this time, it will not miss the bumps, and at the same time, it can avoid misjudgments caused by some malfunctions (such as the above-described abnormal tire pressure).

[0061] In some embodiments, determining whether a vehicle is in a bumpy state based on both motor speed data and suspension motion data includes:

[0062] In response to the vehicle being in an abnormal operating condition, the system determines whether the vehicle is in a bumpy state based on motor speed data and suspension motion data.

[0063] When a vehicle is in an unconventional operating condition, using the method provided in the above embodiments of this disclosure for bump identification can further avoid misjudging unconventional operating conditions as bumpy operating conditions, improve the accuracy of bump identification, and ensure the user's driving experience and driving safety.

[0064] In some embodiments, the above method further includes:

[0065] In response to situations where the vehicle is not in an unusual operating condition, the system determines whether the vehicle is in a bumpy state based on motor speed data or suspension motion data.

[0066] When the vehicle is in a relatively normal operating condition, such as driving at a constant speed, since there are no other interfering factors, it is possible to obtain a relatively accurate result by judging whether the vehicle is in a bumpy state based solely on the motor speed data or solely on the suspension motion data, while saving the vehicle's computing resources.

[0067] In practice, data collected by wheel speed sensors, steering angle sensors, lateral acceleration sensors, yaw rate sensors, and longitudinal acceleration sensors can be used to determine whether a vehicle is in an abnormal operating condition of slippage. Each wheel is typically equipped with a speed sensor, which monitors the wheel's rotational speed. When a vehicle is moving, the rotational speeds of the four wheels should ideally remain relatively consistent (considering normal differences during cornering). If the rotational speed of one or more wheels suddenly differs significantly from the others, especially if it is lower than expected (indicating loss of traction), it can be determined that the wheel is slipping. The steering angle sensor monitors the steering wheel angle, and combined with vehicle speed and wheel speed, it can determine whether the vehicle's actual direction of travel matches the driver's steering intention. If there is a deviation, it may be due to slippage. Lateral acceleration sensors and yaw rate sensors measure the vehicle's acceleration changes and rotational speed on a horizontal plane, helping to determine if the vehicle is showing signs of loss of control, such as sideslip. The longitudinal acceleration sensor monitors the vehicle's acceleration during forward or deceleration; abnormal acceleration changes may indicate tire slippage.

[0068] In practice, vehicle speed data can be obtained by collecting data from wheel speed sensors and longitudinal acceleration sensors, thereby determining whether the vehicle is in an abnormal operating condition where the vehicle acceleration exceeds the acceleration threshold.

[0069] In practice, the vehicle's electronic control system can continuously monitor the motor's operating status, including the cycles of starting, running, and stopping. By recording the frequency and time intervals of the motor's start and stop, it can be determined whether the vehicle is in a state of frequent start and stop.

[0070] In practice, data collected by fault detection sensors installed on the vehicle body can determine whether the vehicle is in an abnormal operating condition due to a malfunction. The electronic control system periodically performs self-diagnosis, checking the functionality of electronic components (such as solenoid valves and control units) and the working status of the hydraulic and pneumatic systems. Once a fault is detected, the electronic control system records a fault code. Modern vehicles are generally equipped with a tire pressure monitoring system (TPMS), which monitors tire pressure in real time through direct sensors installed in each tire or by indirectly monitoring wheel speed changes. When the tire pressure is lower or higher than a preset safe range, the TPMS immediately reports the abnormal tire pressure to the electronic control system.

[0071] In practice, the Battery Management System (BMS) and Vehicle Energy Management System (VEMS) can be used to determine whether a vehicle is under abnormal operating conditions due to sudden changes in electrical load. Specifically, current sensors are installed in the vehicle's high-voltage system, typically located between the battery pack and the drive motor, as well as in the charging system. These sensors monitor the battery's charging and discharging current in real time. When the vehicle load suddenly increases, such as during rapid acceleration or the activation of the air conditioning system, the current demand rises sharply. The current sensors immediately detect this change and report it to the BMS. In addition to current, changes in battery voltage are also an important indicator of load status. During large load changes, the battery voltage will drop. Although the BMS will attempt to stabilize the voltage by adjusting the charging and discharging strategy, instantaneous voltage fluctuations still reflect load changes. By monitoring current and voltage, and combining information such as battery temperature and state of charge, the BMS calculates the battery's output power in real time. When the calculation results show a rapid change in output power demand, it is considered that a sudden change in electrical load has occurred.

[0072] In practice, data collected by a gyroscope can be used to determine whether the vehicle is in an unconventional condition involving steep inclines. A gyroscope can detect the vehicle's rotational motion in three-dimensional space, including pitch angles around the vertical axis and roll angles around the lateral axis. By analyzing this data, the system can calculate the vehicle's tilt angle relative to the horizontal plane, thus obtaining the slope information.

[0073] In some embodiments, the vehicle includes a front-drive motor, a rear-drive motor, a front suspension, and a rear suspension. The aforementioned method of determining whether the vehicle is in a bumpy state based on motor speed data and suspension motion data includes:

[0074] Whether the vehicle is in a bumpy state is determined by combining the motor speed data of the front drive motor and the suspension motion data of the front suspension.

[0075] Since the front wheels of a vehicle pass over bumpy roads first, the vehicle can detect bumps earlier and respond to them more quickly, based on the motor speed data of the front drive motor and the suspension motion data of the front suspension.

[0076] The above S3 includes:

[0077] In response to determining that the vehicle is in a bumpy state, the torque of the front drive motor is adjusted according to the torque control strategy after a first delay, and the torque of the rear drive motor is adjusted according to the torque control strategy after a second delay, wherein the second delay is longer than the first delay.

[0078] Because there is a time difference between the front and rear wheels of a vehicle passing through bumpy road sections, when the front drive motor and front suspension detect the bump, the rear wheels have not yet started to pass through the bump. Therefore, the torque adjustment of the rear drive motor needs to be delayed appropriately so that the torque is adjusted when the rear wheels reach the bumpy road surface.

[0079] In some embodiments, the formula for calculating the second duration includes:

[0080] T2=L / V±deltaT

[0081] Where T2 is the second duration, L is the wheelbase of the vehicle, i.e. the distance from the front drive motor to the rear drive motor, V is the current speed of the vehicle, deltaT is the system correction delay, and the first duration T1 can be equal to deltaT. In a specific embodiment, deltaT = 10ms.

[0082] Because there is a time difference between the front and rear wheels of a vehicle passing through bumpy sections, when the front drive motor and front suspension detect the bump, the rear wheels have not yet started to pass through the bump. Therefore, the torque adjustment of the rear drive motor must be based on the wheelbase and vehicle speed delay to ensure that the torque is adjusted only when the rear wheels reach the bumpy road surface.

[0083] In some embodiments, driving data includes vehicle motor speed data and / or suspension motion data. The above S2 includes:

[0084] Based on the motor speed data and / or suspension motion data, determine whether the vehicle is in a bumpy state. In response to the vehicle being in a bumpy state, execute S211 to determine the degree of vehicle bumpiness based on the motor speed data and / or suspension motion data.

[0085] S212. Determine the torque control strategy based on the degree of bumpiness. There are at least two degrees of bumpiness, and the torque control strategy is different for each degree of bumpiness.

[0086] Vehicles sometimes experience bumpy rides because road surfaces are uneven due to various factors such as structural defects, wear, natural erosion, construction quality, and maintenance. The degree of bumpiness experienced varies depending on the road surface and these factors. The range of motor speed and suspension motion data reflects the severity of the bumps. Utilizing corresponding torque control strategies to address different levels of bumpiness can effectively mitigate their impact on the vehicle, improving the driving and riding experience while reducing the impact on transmission system components, preventing damage and failure, and ultimately ensuring driving safety.

[0087] In some embodiments, S211 includes:

[0088] In response to the motor speed data and / or suspension motion data being located within a first bump range, the bump level is determined as a first bump level; or, in response to the motor speed data and / or suspension motion data being located within a second bump range, the bump level is determined as a second bump level; wherein the minimum value of the first bump range is greater than or equal to the maximum value of the second bump range.

[0089] Specifically, the magnitude of the motor speed data and the magnitude of the suspension motion data are positively correlated with the degree of bumpiness. The first degree of bumpiness is greater than the second degree of bumpiness. That is, the first degree of bumpiness indicates that the vehicle is currently passing through a very bumpy roadside, while the second degree of bumpiness indicates that the vehicle is currently passing through a less bumpy road surface.

[0090] The above S212 includes:

[0091] In response to a first level of bumpiness (i.e., a relatively large bumpiness), the torque control strategy is determined to simultaneously adjust the vehicle's command torque and damping torque; or, in response to a second level of bumpiness (i.e., a relatively small bumpiness), the torque control strategy is determined to adjust only the vehicle's command torque or only the vehicle's damping torque.

[0092] When the vibration level is high, adjusting both the command torque and the damping torque simultaneously can minimize the impact of the vibration. When the vibration level is moderate or even low, adjusting only the command torque or the damping torque can appropriately improve the vibration while reducing the impact on vehicle driving.

[0093] It should be noted that the fluctuation / displacement data of different motor models / suspension models vary when the vehicle travels over bumps. For example, motor A may only have a speed deviation of 5 rpm when the vehicle experiences significant bumps, while motor B may have a speed deviation of 10 rpm when the vehicle experiences less bumps. Similarly, the suspension of car A may only have a displacement change of 2 mm when the vehicle experiences significant bumps, while the suspension of car B may have a displacement change of 5 mm when the vehicle experiences less bumps. Therefore, the first and second bump ranges mentioned above need to be determined by those skilled in the art based on the actual situation. For example, the fluctuation / displacement data of the target motor model / target vehicle suspension under various bump levels can be obtained through preliminary experiments, and then the first and second bump ranges can be determined based on the data obtained in the experiments. Therefore, the specific values ​​of the first and second bump ranges mentioned above are not limited in this embodiment. The same applies to the third bump range described below, and will not be repeated here.

[0094] In other embodiments, S211 above includes:

[0095] In response to the motor speed data and / or suspension motion data being located within a first bump range, the bump level is determined to be a first bump level; or, in response to the motor speed data and / or suspension motion data being located within a second bump range, the bump level is determined to be a second bump level; or, in response to the motor speed data and / or suspension motion data being located within a third bump range, the bump level is determined to be a third bump level; wherein the minimum value of the first bump range is greater than or equal to the maximum value of the second bump range, and the minimum value of the second bump range is greater than or equal to the maximum value of the third bump range.

[0096] Specifically, the magnitude of the motor speed data and the magnitude of the suspension motion data are positively correlated with the degree of bumpiness. The first degree of bumpiness is greater than the second degree of bumpiness. That is, the first degree of bumpiness indicates that the vehicle is currently passing through a very bumpy roadside, the second degree of bumpiness indicates that the vehicle is currently passing through a less bumpy road surface, and the third degree of bumpiness indicates that the vehicle is currently passing through a road surface with only some bumpiness.

[0097] The above S212 includes:

[0098] In response to a first level of bumpiness (i.e., a relatively large bumpiness), the torque control strategy is to simultaneously adjust the vehicle's command torque and damping torque; or, in response to a second level of bumpiness (i.e., a moderate bumpiness), the torque control strategy is to adjust only the vehicle's command torque; or, in response to a third level of bumpiness, the torque control strategy is to adjust only the vehicle's damping torque.

[0099] When the vibration level is high, adjusting both the command torque and the damping torque simultaneously can minimize the impact of the vibration. When the vibration level is moderate, adjusting only the command torque can improve the vibration to some extent and appropriately reduce the impact on vehicle driving. When the vibration level is low, adjusting only the damping torque can improve the vibration while avoiding the impact on vehicle driving.

[0100] In some embodiments, driving data includes the current vehicle speed. The above-described S2 includes:

[0101] S221. Determine the vehicle's speed class based on the current vehicle speed.

[0102] S222. Determine the torque control strategy based on the vehicle speed level. There are at least two vehicle speed levels, and the torque control strategy is different for each vehicle speed level.

[0103] When a vehicle moves at different speeds, the operating state of its motor and the sensitivity of the entire vehicle system to parameter changes are different. By adopting corresponding torque control strategies for different speed levels, the final torque control strategy is more adapted to the current state of the vehicle. This can further improve the user's driving and riding experience while reducing the impact of bumps on the transmission system components, avoiding component damage and failure, and thus ensuring driving safety.

[0104] In some embodiments, S221 includes:

[0105] In response to the current vehicle speed being within a first speed range, the vehicle speed level is determined to be the first speed level; or, in response to the current vehicle speed being within a second speed range, the vehicle speed level is determined to be the second speed level; or, in response to the current vehicle speed being within a third speed range, the vehicle speed level is determined to be the third speed level; wherein the minimum value of the first speed range is greater than or equal to the maximum value of the second speed range, and the minimum value of the second speed range is greater than or equal to the maximum value of the third speed range.

[0106] In one specific embodiment, the first speed range can be [a, +∞), the second speed range can be [b, a], and the third speed range can be [0, b]. The value of a ranges from 80 km / h to 150 km / h, and the value of b ranges from 30 km / h to 60 km / h. Those skilled in the art can select the corresponding speed range according to the specific vehicle model, which is not limited here.

[0107] The above S222 includes:

[0108] In response to a vehicle speed level of the first vehicle speed level, the torque control strategy is determined to adjust only the vehicle's damping torque; or, in response to a vehicle speed level of the second vehicle speed level, the torque control strategy is determined to adjust both the vehicle's command torque and damping torque simultaneously; or, in response to a vehicle speed level of the third vehicle speed level, the torque control strategy is determined to adjust only the vehicle's command torque.

[0109] At higher vehicle speeds, the vehicle is more sensitive to torque changes. In this case, only the damping torque needs to be adjusted to improve the ride comfort while minimizing the impact on driving. Furthermore, at higher speeds, the time spent traversing bumpy surfaces is relatively short, so there's less need to focus on the impact of bumps. At lower vehicle speeds, the impact of bumps is relatively small. In this case, only the command torque needs to be adjusted to improve the ride comfort to some extent and reduce the impact on driving. At medium vehicle speeds, the impact of bumps is significant, and the vehicle is less sensitive to torque changes. In this case, both the command torque and damping torque can be adjusted simultaneously to minimize the impact of bumps.

[0110] In some embodiments, the torque control strategy specifically includes adjusting only the vehicle's command torque for a first duration, adjusting only the vehicle's damping torque for a second duration, and adjusting the vehicle's command torque for a first duration while simultaneously adjusting the vehicle's damping torque for a second duration, wherein the first duration is shorter than the second duration.

[0111] Since damping torque has a relatively small impact on the motor's final target output torque, its effect on improving the impact of bumps is not particularly significant, but it will not significantly affect the driving experience either. Adjusting command torque has a relatively large impact on the motor's final target output torque, and its effect on improving the impact of bumps is more significant. Therefore, making the adjustment time of damping torque longer can enhance the effect of improving bumps through damping torque; making the adjustment time of command torque shorter can reduce the impact on the driving experience.

[0112] In some embodiments, after S3 described above, the method provided in this disclosure further includes:

[0113] S4. To gradually restore the vehicle's command torque and / or damping torque to the command torque and / or damping torque before adjustment according to the torque control strategy with a certain slope, that is, not to abruptly change the vehicle's command torque and / or damping torque to the command torque and / or damping torque before adjustment according to the torque control strategy.

[0114] Once the vehicle leaves a bumpy road or when torque adjustment is no longer necessary, the torque should be restored to its pre-adjustment level according to the torque control strategy to ensure normal vehicle operation. Gradually restoring the torque at a certain slope minimizes the impact on the driving experience, making it as imperceptible as possible to passengers to the vehicle's automatic torque control.

[0115] Specifically, the slope mentioned above can be calculated based on the difference between the current torque and the torque before adjustment according to the torque control strategy. For example, if it is necessary to restore the command torque within 2 seconds, and the difference between the current command torque and the command torque before adjustment according to the torque control strategy is 5 N*m, then the slope of the command torque restoration can be 2.5 N*m / s.

[0116] In some embodiments, S4 specifically includes:

[0117] In response to the vehicle not being in a bumpy state, the vehicle's command torque and / or damping torque are gradually restored at a preset slope to the command torque and / or damping torque adjusted according to the torque control strategy.

[0118] In other embodiments, S4 specifically includes:

[0119] In response to adjusting the vehicle's command torque and continuing for a first duration, the vehicle's command torque is gradually restored to the command torque before adjustment according to the torque control strategy at a preset slope; and / or, in response to adjusting the vehicle's damping torque and continuing for a second duration, the vehicle's damping torque is gradually restored to the damping torque before adjustment according to the torque control strategy at a preset slope.

[0120] In some embodiments, prior to S1, the method further includes:

[0121] S10. Obtain at least one enabling judgment data of the vehicle, wherein the enabling judgment data includes vehicle speed, motor torque, slope, steering wheel angle and electronic stability system operating status, and each enabling judgment data has a corresponding enabling range.

[0122] In practice, the vehicle speed can be obtained through wheel speed sensors and longitudinal acceleration sensors. The motor torque can be obtained by directly reading the motor controller signal; specifically, the real-time motor torque can be read directly through the vehicle's CAN (Controller Area Network) bus or a similar communication protocol. The slope can be obtained through a gyroscope; specifically, a gyroscope can detect the vehicle's rotational motion in three-dimensional space, including the pitch angle around the vertical axis and the roll angle around the lateral axis. By analyzing this data, the system can calculate the vehicle's tilt angle relative to the horizontal plane, thus obtaining the slope information. The steering wheel angle can be obtained through a steering angle sensor.

[0123] The Electronic Stability Program (ESP) monitors the vehicle's driving status and prevents it from deviating from its intended trajectory when understeering or oversteering occurs during emergency obstacle avoidance or cornering. ESP ensures driving safety by controlling various vehicle components. When the ESP is active and performing its actions, it sends feedback information to the vehicle's electronic control system to obtain its operational status.

[0124] S20. In response to at least one enable judgment data being within the corresponding enable range, the vehicle's bump improvement mode is activated. The bump improvement mode is used to adjust the vehicle's driving parameters to improve vehicle bumps. Specifically, the bump improvement mode is used to execute the embodiments of S1 to S3 described above.

[0125] Specifically, at least one enabling judgment data in S20 corresponds to at least one enabling judgment data in S10. For example, in one specific embodiment, S10 acquires the vehicle speed, motor torque, and gradient. The vehicle's bump improvement mode will only be activated when the vehicle speed, motor torque, and gradient are all within the corresponding enabling range. Alternatively, in another specific embodiment, S10 only acquires the vehicle speed. The vehicle's bump improvement mode can be activated as long as the vehicle speed is within the corresponding enabling range.

[0126] Furthermore, it is understandable that only data used for enabling judgment can be considered as one of the enabling judgment data in S10 above. For example, if the vehicle collects motor torque but does not use it for enabling judgment, but for other calculations of the vehicle system, then the vehicle's bump improvement mode can be activated even if the motor torque is not within the enabling range.

[0127] The aforementioned vehicle speed, motor torque, gradient, steering wheel angle, and electronic stability system operating status can reflect whether the vehicle is under special operating conditions. For example, when the vehicle speed is very high, it indicates that the vehicle is in a high-speed operating condition. Further embodiments will be provided in the following examples. The method provided by this disclosure uses driving data such as vehicle speed, motor torque, gradient, steering wheel angle, and electronic stability system operating status to ensure that the vehicle only activates the bump improvement mode under fixed operating conditions. This avoids altering driving parameters under certain special operating conditions, thus affecting the normal driving of the vehicle and ensuring driving safety.

[0128] Furthermore, since determining whether a vehicle is in a bumpy state based on its driving data requires real-time monitoring of driving data, which consumes a lot of computing resources, starting bump recognition only when the enabled judgment data is within the corresponding enabled range can avoid wasting computing resources and ensure driving safety.

[0129] In some embodiments, the above-described bump improvement mode is specifically used for:

[0130] Adjusting the vehicle's motor torque to improve vehicle ride comfort.

[0131] Adjusting the motor torque provides necessary damping force or drive compensation to the vehicle, reducing the impact of bumpy roads and helping the vehicle regain stability. This reduces vibration transmission into the passenger compartment, improving the driving and riding experience while minimizing the impact of bumps on transmission system components, preventing damage and failure, and ultimately ensuring driving safety. However, changing the vehicle's motor torque directly affects the user's control over the vehicle. Therefore, activating the bump improvement mode only under fixed operating conditions avoids altering the motor torque under special circumstances, ensuring normal vehicle operation and driving safety.

[0132] In some embodiments, the enabling range corresponding to the vehicle speed is greater than the lower limit of the vehicle speed and less than the upper limit of the vehicle speed; wherein, the lower limit of the vehicle speed ranges from 10km / h to 20km / h, and the upper limit of the vehicle speed ranges from 80km / h to 120km / h.

[0133] If the vehicle speed is too low, adjusting the vehicle's driving parameters may directly cause the vehicle to lose power or even stall. Furthermore, at very low speeds, even when the vehicle is traversing bumpy roads, the impact of the bumps is minimal, eliminating the need to activate the bump mitigation mode and conserving computing resources. Conversely, if the vehicle speed is too high, the vehicle becomes highly sensitive to changes in driving parameters. Adjusting these parameters at this speed may lead to loss of control and compromise driving safety. The embodiments described above, by limiting the vehicle speed enable range to a moderate level, further prevent changes in driving parameters from affecting normal vehicle operation under certain special conditions, thus ensuring driving safety.

[0134] In one specific embodiment, the aforementioned bump improvement mode is specifically used to adjust the vehicle's motor torque to improve vehicle bumps. If the vehicle speed is too low, adjusting the motor torque may directly cause the motor to stall; if the vehicle speed is too high, the vehicle will be very sensitive to changes in motor torque, and adjusting the motor torque may cause the vehicle to lose control, affecting driving safety. The above embodiments of this disclosure further avoid changing driving parameters under certain special operating conditions from affecting the normal driving of the vehicle by limiting the vehicle speed to a range that is neither too high nor too low, thus ensuring driving safety.

[0135] In some embodiments, the above method further includes:

[0136] When the bump improvement mode is enabled and the vehicle is in a bumpy state, and the vehicle speed is not within the corresponding enabling range, the bump improvement mode is kept enabled.

[0137] When the vehicle speed is within the corresponding enabling range and the bump improvement mode is activated, the bump improvement mode will adjust the vehicle's driving parameters to adapt to changes in these parameters when the vehicle is experiencing bumps. Therefore, even if the vehicle speed changes outside the enabling range, adjusting the vehicle's driving parameters will not cause the vehicle to lose power or control, allowing the bump improvement mode to remain activated and mitigate the impact of bumps on the vehicle. Specifically, determining whether the vehicle is experiencing bumps can be done using the method provided in the above embodiments of this disclosure, which will not be elaborated upon here. Other embodiments are similar.

[0138] In some embodiments, the above method further includes:

[0139] When the bump improvement mode is enabled and the vehicle is not in a bumpy state, and the vehicle speed is not within the corresponding enabling range, the bump improvement mode is disabled.

[0140] In some embodiments, the enable range corresponding to the motor torque is greater than the lower limit of torque; wherein, the value range of the lower limit of torque is 40 N*m to 100 N*m.

[0141] If the torque is too low, adjusting the vehicle's driving parameters may directly cause the vehicle to lose power or even stall. Furthermore, when the torque is very low, even if the vehicle is traveling on a bumpy road, the impact of the bumps is minimal, eliminating the need to activate the bump mitigation mode and conserving computational resources. The embodiments described above further prevent changes to driving parameters from affecting normal vehicle operation under certain special conditions by limiting the torque enable range to a relatively high range, thus ensuring driving safety.

[0142] In one specific embodiment, the aforementioned bump improvement mode is specifically used to adjust the vehicle's motor torque to improve vehicle bumps. If the torque is too low, adjusting the vehicle's motor torque may directly cause the motor to stall. The embodiments of this disclosure, by limiting the torque enable range to a relatively high range, further avoid altering driving parameters under certain special operating conditions that could affect the normal operation of the vehicle, thus ensuring driving safety.

[0143] In some embodiments, the above method further includes:

[0144] When the bump improvement mode is enabled and the vehicle is in a bumpy state, the motor torque is not within the corresponding enabling range, so the bump improvement mode remains enabled.

[0145] When the torque is within the corresponding enabling range and the bump improvement mode is activated, the bump improvement mode will begin adjusting the vehicle's driving parameters to adapt the vehicle to changes in these parameters when the vehicle is experiencing bumps. Therefore, even if the torque changes outside the enabling range, adjusting the vehicle's driving parameters will not cause the vehicle to lose power or control, allowing the bump improvement mode to remain activated to mitigate the impact of bumps on the vehicle. In some embodiments, the method further includes:

[0146] When the bump improvement mode is enabled and the vehicle is not in a bumpy state, and the motor torque is not within the corresponding enabling range, the bump improvement mode is turned off.

[0147] In some embodiments, the enable range corresponding to the slope is less than the upper limit of the slope; the upper limit of the slope ranges from 5 degrees to 20 degrees.

[0148] When a vehicle is going uphill and the gradient exceeds a certain value, adjusting the vehicle's driving parameters may directly cause the vehicle to lose its uphill power and roll backward. The embodiments described above, by limiting the gradient to a lower range, further prevent changes to driving parameters from affecting the vehicle's normal uphill performance, thereby ensuring driving safety.

[0149] In one specific embodiment, the aforementioned bump improvement mode is specifically used to adjust the vehicle's motor torque to improve vehicle bumps. When a vehicle is going uphill, the demand for motor torque increases. Adjusting the vehicle's motor torque at this time could directly cause the vehicle to lose uphill power and roll backward, affecting driving safety. The embodiments of this disclosure further avoid altering driving parameters that could affect the vehicle's normal uphill performance by limiting the gradient to a lower range, thereby ensuring driving safety.

[0150] It is understandable that the enabling range corresponding to the above slope does not conflict with the special working condition of steep slope driving in the above embodiment. For example, in one embodiment, the upper limit of the slope is 20 degrees, and when the slope exceeds 15 degrees, it can be considered to be in the special working condition of steep slope driving. At this time, the bump improvement mode is in the active state, but it is necessary to use motor speed data and suspension motion data to jointly identify whether the vehicle is in a bumpy state.

[0151] In some embodiments, the above method further includes:

[0152] When the bump improvement mode is enabled, if the slope is not within the corresponding enabled range, the bump improvement mode will be disabled.

[0153] Regardless of whether the bump improvement mode is being used to adjust the vehicle's driving parameters, as long as the slope is not within the corresponding enabling range, the bump improvement mode will be turned off to further prevent the vehicle from rolling back when adjusting driving parameters while going uphill, thereby ensuring driving safety.

[0154] In some embodiments, the enable range corresponding to the operating state of the electronic stabilization system is the non-operating state.

[0155] Electronic stability systems (ESS) ensure driving safety by controlling various vehicle components. If bump mitigation mode is activated while EES is operating, the actions performed by bump mitigation mode may conflict with those performed by EES, thus affecting driving safety. The embodiments described above stagger the operation of bump mitigation mode and EES, further preventing changes in driving parameters from affecting normal vehicle operation and thus ensuring driving safety.

[0156] In some embodiments, the above method further includes:

[0157] When the turbulence mitigation mode is enabled, the electronic stability system operates outside the corresponding enable range, and the turbulence mitigation mode is disabled.

[0158] Regardless of whether the bump improvement mode is being used to adjust the vehicle's driving parameters, as long as the electronic stability system is working, the bump improvement mode will be turned off to further avoid conflicts between the actions performed by the bump improvement mode and the actions performed by the electronic stability system, thereby ensuring driving safety.

[0159] Based on the same inventive concept, corresponding to the methods of the above embodiments, one embodiment of this disclosure also provides a vehicle bump improvement device, such as... Figure 2 As shown, it includes:

[0160] The data acquisition module 10 is used to acquire vehicle driving data.

[0161] The strategy formulation module 20 is used to determine the torque control strategy based on driving data. The torque control strategy includes adjusting only the vehicle's command torque, adjusting only the vehicle's damping torque, and adjusting both the vehicle's command torque and damping torque simultaneously.

[0162] The torque adjustment module 30 is used to adjust the vehicle's torque according to the torque control strategy when the vehicle is in a bumpy state.

[0163] The device provided in this embodiment determines the current driving status of the vehicle through driving data, executes torque control strategies according to the driving status, and specifically improves the impact of bumps on the vehicle through different torque control strategies. This enhances the user's driving and riding experience while reducing the impact of bumps on transmission system components, avoiding component damage and failure, and thus ensuring driving safety.

[0164] In some embodiments, driving data includes vehicle motor speed data and / or suspension motion data; the strategy formulation module 20 is specifically used for:

[0165] In response to the vehicle being in a bumpy state, the degree of vehicle bumpiness is determined based on motor speed data and / or suspension motion data; a torque control strategy is determined based on the degree of bumpiness, wherein there are at least two degrees of bumpiness, and the torque control strategy corresponding to each degree of bumpiness is different.

[0166] In some embodiments, the strategy formulation module 20 is specifically used for:

[0167] In response to the motor speed data and / or suspension motion data being located within a first bump range, the bump level is determined to be a first bump level; or, in response to the motor speed data and / or suspension motion data being located within a second bump range, the bump level is determined to be a second bump level; wherein the minimum value of the first bump range is greater than or equal to the maximum value of the second bump range; in response to the bump level being the first bump level, the torque control strategy is determined to simultaneously adjust the vehicle's command torque and damping torque; or, in response to the bump level being the second bump level, the torque control strategy is determined to adjust only the vehicle's command torque or only the vehicle's damping torque.

[0168] In some embodiments, the strategy formulation module 20 is further configured to:

[0169] In response to the motor speed data and / or suspension motion data being located within the third bump range, the bump level is determined to be the third bump level, wherein the minimum value of the second bump range is greater than or equal to the maximum value of the third bump range; in response to the bump level being the second bump level, the torque control strategy is determined to adjust only the vehicle's command torque; or, in response to the bump level being the third bump level, the torque control strategy is determined to adjust only the vehicle's damping torque.

[0170] In some embodiments, driving data includes the current vehicle speed; the strategy formulation module 20 is specifically used for:

[0171] The vehicle speed level is determined based on the current vehicle speed; the torque control strategy is determined based on the speed level. There are at least two speed levels, and each speed level corresponds to a different torque control strategy.

[0172] In some embodiments, the strategy formulation module 20 is specifically used for:

[0173] In response to the current vehicle speed being within a first speed range, the vehicle speed level is determined to be the first speed level; or, in response to the current vehicle speed being within a second speed range, the vehicle speed level is determined to be the second speed level; or, in response to the current vehicle speed being within a third speed range, the vehicle speed level is determined to be the third speed level; wherein the minimum value of the first speed range is greater than or equal to the maximum value of the second speed range, and the minimum value of the second speed range is greater than or equal to the maximum value of the third speed range; in response to the vehicle speed level being the first speed level, the torque control strategy is determined to adjust only the vehicle's damping torque; or, in response to the vehicle speed level being the second speed level, the torque control strategy is determined to adjust both the vehicle's command torque and damping torque simultaneously; or, in response to the vehicle speed level being the third speed level, the torque control strategy is determined to adjust only the vehicle's command torque.

[0174] In some embodiments, the torque control strategy specifically includes adjusting only the vehicle's command torque for a first duration, adjusting only the vehicle's damping torque for a second duration, and adjusting the vehicle's command torque for a first duration while simultaneously adjusting the vehicle's damping torque for a second duration; the first duration is shorter than the second duration.

[0175] In some embodiments, the torque adjustment module 30 is further configured to:

[0176] The vehicle's command torque and / or damping torque are gradually restored at a certain slope to the command torque and / or damping torque before adjustment according to the torque control strategy.

[0177] In some embodiments, the torque adjustment module 30 is specifically used for:

[0178] Adjusting the limiting range of the vehicle's damping torque and / or PI control parameters, wherein the vehicle's damping torque can vary within a limiting range, and the PI control parameters include the gain parameters output by the PI controller.

[0179] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing this disclosure, the functions of each module can be implemented in one or more software and / or hardware.

[0180] The apparatus described above is used to implement the corresponding vehicle bump improvement method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0181] Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure is shown.

[0182] like Figure 3 As shown, the electronic device may include a processor 1101 and a memory 1102 storing computer program instructions.

[0183] Specifically, the processor 1101 may include a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this disclosure.

[0184] Memory 1102 may include a large-capacity storage device for information or instructions. For example, and not limitingly, memory 1102 may include a hard disk drive (HDD), a floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 1102 may include removable or non-removable (or fixed) media. Where appropriate, memory 1102 may be internal or external to the integrated gateway device. In a particular embodiment, memory 1102 is a non-volatile solid-state memory. In a particular embodiment, memory 1102 includes read-only memory (ROM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable programmable PROM (EEPROM), an electrically alterable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0185] The processor 1101 reads and executes computer program instructions stored in the memory 1102 to perform the steps of the vehicle bump improvement method provided in this embodiment of the present disclosure.

[0186] In one example, the electronic device may also include a transceiver 1103 and a bus 1104. Wherein, as... Figure 3 As shown, the processor 1101, memory 1102 and transceiver 1103 are connected via bus 1104 and communicate with each other.

[0187] Bus 1104 may include hardware, software, or both. For example, and not limitingly, 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 Industrial Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) 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. Where appropriate, bus 1104 may include one or more buses. Although specific buses are described and illustrated in the embodiments of this disclosure, this disclosure contemplates any suitable bus or interconnect.

[0188] The following are embodiments of a computer-readable storage medium provided in this disclosure. This computer-readable storage medium belongs to the same inventive concept as the vehicle bump improvement methods in the above embodiments. For details not described in detail in the embodiments of the computer-readable storage medium, please refer to the embodiments of the vehicle bump improvement methods described above.

[0189] This embodiment provides a storage medium containing computer-executable instructions, which, when executed by a computer processor, are used to perform a method for improving vehicle bumpiness.

[0190] Of course, the computer-executable instructions provided in the embodiments of this disclosure are not limited to the above-described method operations, but can also perform related operations in the vehicle bump improvement method provided in any embodiment of this disclosure.

[0191] Based on the above description of the implementation methods, those skilled in the art can clearly understand that this disclosure can be implemented using software and necessary general-purpose hardware, and of course, it can also be implemented using hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this disclosure, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ROM), random access memory (RAM), flash memory, hard disk, or optical disk, etc., including several instructions to cause a computer cloud platform (which may be a personal computer, server, or network cloud platform, etc.) to execute the vehicle bump improvement method provided in the various embodiments of this disclosure.

[0192] While this specification contains numerous specific implementation details, these should not be construed as limiting the scope of any invention or the scope of the claims, but rather are primarily intended to describe features of specific embodiments of a particular invention. Certain features described in the various embodiments herein may also be implemented in combination in a single embodiment. Conversely, various features described in a single embodiment may also be implemented separately in various embodiments or in any suitable sub-combination. Furthermore, while features may function in certain combinations as described above and even initially claimed in this way, one or more features from a claimed combination may be removed from that combination in some cases, and a claimed combination may refer to a sub-combination or a variation thereof.

[0193] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the aforementioned element.

[0194] The foregoing description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described above, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for improving vehicle bumpiness, characterized in that, include: Obtain vehicle driving data; A torque control strategy is determined based on the driving data, wherein the torque control strategy includes adjusting only the command torque of the vehicle, adjusting only the damping torque of the vehicle, and adjusting both the command torque and the damping torque of the vehicle simultaneously. When the vehicle is in a bumpy state, the torque of the vehicle is adjusted according to the torque control strategy.

2. The method according to claim 1, characterized in that, The driving data includes the vehicle's motor speed data and / or suspension motion data; The step of determining the torque control strategy based on the driving data includes: In response to the vehicle being in a bumpy state, the degree of bumpiness of the vehicle is determined based on the motor speed data and / or the suspension motion data; The torque control strategy is determined based on the degree of bumpiness, wherein there are at least two degrees of bumpiness, and the torque control strategy is different for each degree of bumpiness.

3. The method according to claim 2, characterized in that, Determining the degree of vehicle bumpiness based on the motor speed data and / or the suspension motion data includes: In response to the motor speed data and / or the suspension motion data being located within a first bump range, the bump level is determined to be a first bump level; or, in response to the motor speed data and / or the suspension motion data being located within a second bump range, the bump level is determined to be a second bump level; wherein the minimum value of the first bump range is greater than or equal to the maximum value of the second bump range; Determining the torque control strategy based on the degree of bumpiness includes: In response to the bump level being the first bump level, the torque control strategy is determined to simultaneously adjust the command torque and damping torque of the vehicle; or, in response to the bump level being the second bump level, the torque control strategy is determined to adjust only the command torque of the vehicle or only the damping torque of the vehicle.

4. The method according to claim 3, characterized in that, Determining the degree of vehicle bumpiness based on the motor speed data and / or the suspension motion data includes: In response to the motor speed data and / or the suspension motion data being located within the third bump range, the bump level is determined to be the third bump level, wherein the minimum value of the second bump range is greater than or equal to the maximum value of the third bump range; Determining the torque control strategy based on the degree of bumpiness includes: In response to the bump level being the second bump level, the torque control strategy is determined to adjust only the command torque of the vehicle; or, in response to the bump level being the third bump level, the torque control strategy is determined to adjust only the damping torque of the vehicle.

5. The method according to claim 1, characterized in that, The driving data includes the current vehicle speed; The step of determining the torque control strategy based on the driving data includes: The vehicle speed level is determined based on the current vehicle speed; The torque control strategy is determined based on the vehicle speed level, wherein there are at least two vehicle speed levels, and the torque control strategy is different for each vehicle speed level.

6. The method according to claim 5, characterized in that, Determining the vehicle speed level based on the current vehicle speed includes: In response to the current vehicle speed being within a first vehicle speed range, the vehicle speed level is determined to be a first vehicle speed level; or, in response to the current vehicle speed being within a second vehicle speed range, the vehicle speed level is determined to be a second vehicle speed level; or, in response to the current vehicle speed being within a third vehicle speed range, the vehicle speed level is determined to be a third vehicle speed level; wherein the minimum value of the first vehicle speed range is greater than or equal to the maximum value of the second vehicle speed range, and the minimum value of the second vehicle speed range is greater than or equal to the maximum value of the third vehicle speed range; Determining the torque control strategy based on the vehicle speed level includes: In response to the vehicle speed level being the first vehicle speed level, the torque control strategy is determined to adjust only the damping torque of the vehicle; or, in response to the vehicle speed level being the second vehicle speed level, the torque control strategy is determined to adjust both the command torque and the damping torque of the vehicle simultaneously; or, in response to the vehicle speed level being the third vehicle speed level, the torque control strategy is determined to adjust only the command torque of the vehicle.

7. The method according to claim 1, characterized in that, The torque control strategy specifically includes adjusting only the command torque of the vehicle for a first duration, adjusting only the damping torque of the vehicle for a second duration, and adjusting the command torque of the vehicle for the first duration while simultaneously adjusting the damping torque of the vehicle for the second duration. The first duration is shorter than the second duration.

8. The method according to claim 1 or 7, characterized in that, After adjusting the vehicle's torque according to the torque control strategy, the method further includes: The command torque and / or damping torque of the vehicle are gradually restored at a certain slope to the command torque and / or damping torque before adjustment according to the torque control strategy.

9. The method according to claim 1, characterized in that, Adjusting the damping torque of the vehicle includes: Adjusting the limiting range of the vehicle's damping torque and / or PI control parameters, wherein the vehicle's damping torque can vary within the limiting range, and the PI control parameters include a gain parameter output by a PI controller.

10. A vehicle bump improvement device, characterized in that, include: The data acquisition module is used to acquire vehicle driving data; The strategy formulation module is used to determine a torque control strategy based on the driving data, wherein the torque control strategy includes adjusting only the command torque of the vehicle, adjusting only the damping torque of the vehicle, and adjusting both the command torque and the damping torque of the vehicle simultaneously. A torque adjustment module is used to adjust the torque of the vehicle according to the torque control strategy when the vehicle is in a bumpy state.

11. An electronic device, characterized in that, include: processor; Memory, used to store executable instructions; The processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the method of any one of claims 1-9.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, The storage medium stores a computer program that, when executed by a processor, causes the processor to implement the method described in any one of claims 1-9.

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