High-ring joint pavement recognition method, device and equipment and storage medium

Abstract

The invention discloses a high ring joint road surface identification method, device and equipment and a storage medium, and the method comprises the steps: calculating the acceleration of a dynamic tire based on the obtained related parameters of wheel dynamics; calculating the actual acceleration of the tire, and calculating the difference value between the dynamic tire acceleration and the actual acceleration of the tire; and when the actual tire acceleration is judged to be a positive value, the tire acceleration in the parallel direction of the vehicle body is judged to exceed a threshold value, and the difference value is judged to be greater than a set threshold value, identifying as a high ring seam working condition. According to the method, the high ring seam working condition under the self-adaptive cruise working condition can be quickly recognized, the smoothness and stability of the vehicle are controlled, and the comfortable experience of self-adaptive endurance is effectively improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of road surface recognition, and in particular to a high-ring joint road surface recognition method, device, equipment and storage medium. BACKGROUND

[0002] With the rapid development of urban traffic, elevated roads have become an important part of urban traffic. High-speed roads will have joints at regular intervals. These joints are usually made of steel plates and have a smooth surface. Especially in rainy weather, the road surface friction coefficient at the joint will decrease significantly, causing the vehicle to skid or lock when driving.

[0003] The existing adaptive cruise system cannot identify this special road condition of high-ring joints, which causes the vehicle to be unable to adjust in time when passing through the joint, thereby affecting the driving safety and smoothness. Moreover, the control response of the adaptive cruise system has a lag, and cannot effectively respond to changes in road conditions in a short time, which causes the vehicle to be prone to instability when passing through the high-ring joint.

[0004] Therefore, how to quickly identify the high-ring joint working condition and improve the vehicle smoothness and stability is a technical problem that needs to be solved at present. SUMMARY

[0005] The main purpose of the present application is to provide a high-ring joint road surface recognition method, device, equipment and storage medium, which can quickly identify the high-ring joint working condition under the adaptive cruise working condition, and control the vehicle smoothness and stability, thereby effectively improving the comfort experience of adaptive cruise.

[0006] In a first aspect, the present application provides a high-ring joint road surface recognition method, wherein the method comprises the following steps: Based on the obtained wheel dynamics related parameters, the dynamics tire acceleration is calculated; The actual tire acceleration is calculated, and the difference between the dynamics tire acceleration and the actual tire acceleration is calculated; When it is judged that the actual tire acceleration is positive, it is judged that the tire acceleration in the parallel direction of the vehicle body exceeds the threshold value, and it is judged that the difference is greater than the set threshold value, the high-ring joint working condition is identified.

[0007] In combination with the above first aspect, as an optional implementation manner, when it is judged that the actual tire acceleration is negative or it is judged that the tire acceleration in the parallel direction of the vehicle body is not greater than the threshold value or it is judged that the difference is less than the set threshold value, the non-high-ring joint working condition is identified.

[0008] In combination with the first aspect, as an optional implementation manner, when it is judged that the vehicle passes through the high ring joint, the longitudinal control output of the last period is maintained unchanged, and the accumulated time in the high ring joint area is recorded, and when the time exceeds the set time, the normal adaptive cruise control mode is restored.

[0009] In combination with the first aspect, as an optional implementation manner, The wheel dynamics related parameters are acquired according to the CAN bus and the vehicle-mounted sensors, wherein the wheel dynamics related parameters at least include the wheel-side driving force torque and the wheel speed signal acquired through the CAN bus and the hydraulic braking system pressure acquired through the vehicle-mounted sensors; The wheel braking torque Wbrake is calculated according to the hydraulic braking system pressure P and the conversion coefficient Cp of the wheel-side braking pressure to the wheel-side braking force; The difference between the wheel-side driving force torque Wvcu and the wheel braking torque Wbrake is calculated, and the wheel angular acceleration τ is calculated according to the ratio of the difference to the wheel moment of inertia; The tire acceleration generated by the longitudinal force is obtained according to the product of the wheel rolling radius and the wheel angular acceleration.

[0010] In combination with the first aspect, as an optional implementation manner, the tire acceleration generated by the longitudinal force is calculated according to the formula: aFx=r τ=r (Wvcu-Wbrake) / Iy=r (Wvcu-P Cp) / Iy, wherein r is the wheel rolling radius, τ is the wheel angular acceleration, Wvcu is the wheel-side driving force torque, Wbrake is the wheel braking torque, Iy is the wheel moment of inertia, P is the hydraulic braking system pressure, and Cp is the conversion coefficient of the wheel-side braking pressure to the wheel-side braking force.

[0011] In combination with the first aspect, as an optional implementation manner, the speed difference between the currently measured wheel speed and the wheel speed recorded at the last time is obtained, and the average wheel speed change rate in the set time interval is obtained by dividing the speed difference by the set time interval, which is taken as the actual longitudinal acceleration of the tire.

[0012] In combination with the first aspect, as an optional implementation manner, the tire acceleration generated by the longitudinal force is subtracted from the actual tire acceleration, and the gravity component brought by the current slope is further subtracted, so as to obtain the deviation between the acceleration of the dynamics model and the measured acceleration.

[0013] The second aspect provides a high ring joint pavement identification device, wherein the device comprises: aFx=r aFx=r aFx=r aFx=r

[0014] aFx=r aFx=r

[0015] aFx=r aFx=r

[0016] aFx=r aFx=r aFx=r aFx=r aFx=r aFx=r

[0017] aFx=r aFx=r aFx=r aFx=r Cp) / Iy, wherein r is a wheel rolling radius, τ is a wheel angular acceleration, Wvcu is a wheel drive torque, Wbrake is a wheel brake torque, Iy is a wheel moment of inertia, P is a hydraulic brake system pressure, and Cp is a wheel brake pressure to wheel brake force conversion coefficient.

[0018] With reference to the second aspect above, as an optional implementation manner, the calculation module is further configured to subtract the last recorded wheel speed from the current measured wheel speed to obtain a speed difference, and divide the speed difference by a set time interval to obtain an average wheel speed change rate in the set time interval as the actual longitudinal acceleration of the tire.

[0019] With reference to the second aspect above, as an optional implementation manner, the calculation module is further configured to subtract the actual acceleration of the tire from the longitudinal force generated tire acceleration, and subtract a gravity component caused by a current slope to obtain a deviation between the kinetic model acceleration and the measured acceleration.

[0020] In a third aspect, the present application provides an electronic device, comprising: a processor; a memory, wherein the memory stores computer readable instructions, and the computer readable instructions are executed by the processor to implement the method in any one of the first aspect.

[0021] In a fourth aspect, the present application provides a computer readable storage medium, which stores computer program instructions, and the computer program instructions are executed by a computer to make the computer execute the method in any one of the first aspect.

[0022] The present application provides a high loop joint pavement identification method, device, equipment and storage medium, wherein the method comprises the steps of: calculating a kinetic tire acceleration based on the obtained wheel dynamics related parameters; calculating an actual tire acceleration and calculating a difference between the kinetic tire acceleration and the actual tire acceleration; when it is judged that the actual tire acceleration is positive, it is judged that the tire acceleration in the vehicle body parallel direction exceeds a threshold value, and it is judged that the difference is greater than a set threshold value, a high loop joint working condition is identified. The present application can quickly identify the high loop joint working condition in the adaptive cruise control working condition, and control the vehicle smoothness and stability, effectively improve the comfortable experience of adaptive cruising.

[0023] It should be understood that the above general description and the following detailed description are only exemplary and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0024] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0025] Figure 1 FIG. 1 shows a flowchart of a high-loop joint pavement identification method according to an embodiment of the present application; Figure 2 FIG. 2 shows a schematic diagram of a high-loop joint pavement identification device according to an embodiment of the present application; Figure 3 FIG. 3 shows a schematic diagram of an electronic device according to an embodiment of the present application; Figure 4 FIG. 4 shows a schematic diagram of a computer-readable program medium according to an embodiment of the present application. DETAILED DESCRIPTION

[0026] The exemplary embodiments will be described in detail herein below with reference to the drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they only describe example implementations consistent with some aspects of the present application as detailed in the appended claims.

[0027] In addition, the accompanying drawings are only schematic and are not necessarily drawn to scale. Some of the blocks in the drawings are functional blocks, which represent devices, methods, or means available to achieve the results described in the specification.

[0028] The embodiments of the present application provide a high-loop joint pavement identification method, device, equipment and storage medium, which can quickly identify the high-loop joint working condition under the adaptive cruise working condition, control the smoothness and stability of the vehicle, and effectively improve the comfortable experience of adaptive endurance.

[0029] To achieve the above technical effects, the general idea of the present application is as follows: A high-loop joint pavement identification method, the method comprising the steps of: S101: calculating the dynamic tire acceleration based on the obtained wheel dynamics related parameters.

[0030] S102: calculating the actual tire acceleration and the difference between the dynamic tire acceleration and the actual tire acceleration.

[0031] S103: identifying the high-loop joint working condition when judging that the actual tire acceleration is positive, the tire acceleration in the parallel direction of the vehicle body exceeds the threshold value, and the difference is greater than the set threshold value.

[0032] The embodiments of the present application will be further described in detail below with reference to the accompanying drawings.

[0033] Referring to Figure 1 , Figure 1 FIG. 1 shows a flowchart of a high-loop joint pavement identification method according to an embodiment of the present application,Figure 1 As shown, the method comprises the steps of: Step S101: Based on the acquired wheel dynamics related parameters, the dynamics tire acceleration is calculated.

[0034] Specifically, the wheel dynamics related parameters include: wheel moment of inertia, wheel rolling radius, output of inertial sensor, hydraulic brake system pressure, relationship between wheel edge brake pressure and brake force, wheel edge drive force torque, wheel speed signal and gravitational acceleration.

[0035] The wheel dynamics related parameters are acquired according to CAN bus and vehicle-mounted sensors, wherein the wheel dynamics related parameters at least include: wheel edge drive force torque and wheel speed signal acquired through CAN bus and hydraulic brake system pressure acquired through vehicle-mounted sensors; According to the hydraulic brake system pressure P and the conversion coefficient Cp of the wheel edge brake pressure to the wheel edge brake force, the wheel brake torque Wbrake is calculated; The difference between the wheel edge drive force torque Wvcu and the wheel brake torque Wbrake is calculated, and the wheel angular acceleration τ is calculated according to the ratio of the difference to the wheel moment of inertia; The tire acceleration generated by the longitudinal force is obtained according to the product of the wheel rolling radius and the wheel angular acceleration.

[0036] For the convenience of understanding and illustration, the wheel moment of inertia Iy, the wheel rolling radius r, the output of the inertial sensor IMU ax, the hydraulic brake system pressure P, the relationship between the wheel edge brake pressure and the brake force Cp, the wheel edge drive force torque Wvcu, the wheel speed signal Vx and the gravitational acceleration g are acquired.

[0037] From the dynamics relationship, it can be known that: The tire acceleration generated by the longitudinal force is: aFx=r τ=r (Wvcu-Wbrake) / Iy=r (Wvcu-P Cp) / Iy, that is, according to the formula: aFx=r τ=r (Wvcu-Wbrake) / Iy=r (Wvcu-P Cp) / Iy, the tire acceleration generated by the longitudinal force is calculated, wherein r is the wheel rolling radius, τ is the wheel angular acceleration, Wvcu is the wheel edge drive force torque, Wbrake is the wheel brake torque, Iy is the wheel moment of inertia, P is the hydraulic brake system pressure, and Cp is the conversion coefficient of the wheel edge brake pressure to the wheel edge brake force.

[0038] It can be understood that, According to CAN bus and vehicle-mounted sensors, wheel dynamics related parameters are acquired, wherein the wheel dynamics related parameters at least include wheel-side drive force torque and wheel speed signals acquired through CAN bus and hydraulic braking system pressure acquired through vehicle-mounted sensors; According to hydraulic braking system pressure P and wheel-side braking pressure to wheel-side braking force conversion coefficient Cp, wheel braking torque Wbrake is calculated; Difference between wheel-side drive force torque Wvcu and the wheel braking torque Wbrake is calculated, and according to the ratio of the difference to wheel rotational inertia, wheel angular acceleration τ is calculated; According to the product of wheel rolling radius and the wheel angular acceleration, tire acceleration generated by longitudinal force is obtained.

[0039] Step S102: Tire actual acceleration is calculated, and difference between dynamic tire acceleration and tire actual acceleration is calculated.

[0040] Specifically, tire actual acceleration is calculated, including: current measured wheel speed is subtracted from wheel speed recorded at last time, to obtain speed difference between the two, and the speed difference is divided by a set time interval, to obtain average wheel speed change rate in the set time interval, as actual longitudinal acceleration of the tire. Tire actual acceleration (change differential of wheel speed): dVx=(Vt-V0) / △t. Wherein Vt is current wheel speed, V0 is wheel speed before time δt, and δt is time difference.

[0041] That is, current measured wheel speed is subtracted from wheel speed recorded at last time, to obtain speed difference between the two, and the speed difference is divided by a set time interval, to obtain average wheel speed change rate in the set time interval, as actual longitudinal acceleration of the tire.

[0042] Difference between dynamic tire acceleration and tire actual acceleration is calculated, including: tire acceleration generated by longitudinal force is subtracted from tire actual acceleration, and gravity component brought by current slope is further subtracted, to obtain deviation between dynamic model acceleration and measured acceleration.

[0043] That is, difference between dynamic wheel acceleration and actual tire acceleration: Δa=aFx-dVx-g sinθ.

[0044] Step S103: When it is judged that the tire actual acceleration is positive, it is judged that tire acceleration in the vehicle body parallel direction exceeds a threshold value, and it is judged that the difference is greater than a set threshold value, high loop joint working condition is identified.

[0045] Specifically, when the tire actual acceleration is judged to be positive, the tire acceleration in the vehicle body parallel direction is judged to exceed a threshold value, and the difference between the dynamic tire acceleration and the tire actual acceleration is judged to be greater than a set threshold value, it is identified as a high loop joint working condition; If any of the above conditions is not met, it is not identified as a high loop joint working condition.

[0046] When the tire actual acceleration is judged to be negative or the tire acceleration in the vehicle body parallel direction is judged to be less than a threshold value or the difference is judged to be less than a set threshold value, it is identified as a non-high loop joint working condition.

[0047] For the convenience of understanding and illustration, a high loop joint working condition is identified: when the following conditions are met, it is judged that the vehicle is passing through a high loop joint at this time: 1. dVx is positive, which can exclude wheel speed changes caused by braking, road bumps, collisions, etc. 2. dVx-g sinθ exceeds a threshold value, where θ is the road slope at the previous time, which can exclude the condition of turning down a flat road; 3. Δa = aFx-dVx-g sinθ value exceeds a set threshold value, by judging the difference between the wheel speed change rate of the dynamic model and the actual wheel speed change rate, to identify the wheel speed surge.

[0048] Through the superposition judgment of the above three conditions, the high loop joint working condition in the adaptive cruise control working condition can be accurately identified, and misidentification can be avoided (in addition, the vehicle also has a drive anti-skid function TCS and a vehicle stability function VDC to bottom out, which can ensure the safety of the vehicle).

[0049] All conditions are met, and it is identified as a high loop joint working condition.

[0050] In an embodiment, when it is judged that the vehicle is passing through a high loop joint, the longitudinal control output of the last cycle is maintained unchanged, and the cumulative time in the high loop joint area is recorded, and when the time exceeds a set time, the normal adaptive cruise control mode is restored.

[0051] It can be understood that the application calculates the acceleration of the tire speed based on the tire dynamics, and then compares it with the actual tire acceleration calculated by the actual speed change. At the same time, dVx, dVx-g sinθ excludes braking, road bumps, collisions, turning down a flat road, etc., and when Δa exceeds a threshold value, it is judged as a wheel speed surge. That is, it is passing through a wet or high loop joint road.

[0052] Specifically, when it is judged that the vehicle is passing through a high loop joint at this time: 1. The longitudinal control output of the last cycle is maintained unchanged; 2, record the cumulative time of the buffer control area at the same time, when the time exceeds the threshold t, restore the normal control logic. Avoid the control disorder caused by abnormal wheel speed fluctuation, so as to realize the smooth passing of the vehicle through the high ring joint working condition in the adaptive cruise working condition.

[0053] In summary, the application can quickly identify the typical working condition of high ring joint, the software running power requirement is small, and is suitable for adaptive cruise comfort control function; The application can effectively alleviate the problem of vehicle irregularity when the vehicle passes through the high ring joint working condition in the adaptive cruise working condition. It can be used as vehicle pre-stability control to control the vehicle smoothness in the previous period of time when the drive anti-skid function (TCS) works. In combination with the drive anti-skid system (TCS), the vehicle smoothness and stability are considered, and the comfort experience of adaptive cruise can be effectively improved.

[0054] Referring to Figure 2 , Figure 2 Fig. 1 shows a high ring joint pavement recognition device provided by the application, as shown in Figure 2 The device comprises: The calculation module 201 is configured to calculate the dynamic tire acceleration based on the obtained wheel dynamics related parameters. The calculation module 201 is configured to calculate the actual tire acceleration, and calculate the difference between the dynamic tire acceleration and the actual tire acceleration.

[0055] The recognition module 202 is configured to recognize the high ring joint working condition when it is judged that the actual tire acceleration is positive, the tire acceleration in the parallel direction of the vehicle body exceeds the threshold value, and the difference is greater than the set threshold value.

[0056] Further, in a possible implementation, the recognition module is further configured to recognize the non-high ring joint working condition when it is judged that the actual tire acceleration is negative or the tire acceleration in the parallel direction of the vehicle body is not greater than the threshold value or the difference is less than the set threshold value.

[0057] Further, in a possible implementation, the recognition module is further configured to maintain the longitudinal control output of the last period unchanged when it is judged that the vehicle passes through the high ring joint, and record the cumulative time in the high ring joint area, and restore the normal adaptive cruise control mode when the time exceeds the set time.

[0058] Further, in a possible implementation, the calculation module is further configured to According to the CAN bus and the vehicle-mounted sensor, the wheel dynamics related parameters are obtained, wherein the wheel dynamics related parameters at least include: the wheel edge driving force torque and the wheel speed signal obtained through the CAN bus, and the hydraulic brake system pressure obtained through the vehicle-mounted sensor; According to the hydraulic braking system pressure P and the wheel brake pressure to wheel brake force conversion coefficient Cp, the wheel brake torque Wbrake is calculated; The difference between the wheel drive torque Wvcu and the wheel brake torque Wbrake is calculated, and according to the ratio of the difference and the wheel moment of inertia, the wheel angular acceleration τ is calculated. According to the product of the wheel rolling radius and the wheel angular acceleration, the tire acceleration generated by the longitudinal force is obtained.

[0059] Further, in a possible implementation, the calculation module is further configured to calculate the tire acceleration generated by the longitudinal force according to the formula: aFx=r τ=r (Wvcu-Wbrake) / Iy=r (Wvcu-P Cp) / Iy, wherein r is the wheel rolling radius, τ is the wheel angular acceleration, Wvcu is the wheel drive torque, Wbrake is the wheel brake torque, Iy is the wheel moment of inertia, P is the hydraulic braking system pressure, and Cp is the wheel brake pressure to wheel brake force conversion coefficient.

[0060] Further, in a possible implementation, the calculation module is further configured to subtract the wheel speed recorded at the last time from the current measured wheel speed to obtain the speed difference, and divide the speed difference by the set time interval to obtain the average wheel speed change rate in the set time interval as the actual longitudinal acceleration of the tire.

[0061] Further, in a possible implementation, the calculation module is further configured to subtract the actual acceleration of the tire from the tire acceleration generated by the longitudinal force, and further subtract the gravity component caused by the current slope to obtain the deviation between the acceleration of the dynamic model and the measured acceleration.

[0062] The electronic device 300 according to this embodiment of the present application will be described below with reference to Figure 3 The electronic device 300 according to this embodiment of the present application will be described below with reference to Figure 3 The electronic device 300 is only an example and should not limit the functions and use range of the embodiments of the present application.

[0063] As Figure 3 shown, the electronic device 300 is in the form of a general computing device. The components of the electronic device 300 can include but are not limited to the above-mentioned at least one processing unit 310, the above-mentioned at least one storage unit 320, and the bus 330 connecting different system components (including the storage unit 320 and the processing unit 310).

[0064] The storage unit stores program codes which can be executed by the processing unit 310, so that the processing unit 310 performs the steps described in the above "Embodiment Method" section of the present specification according to various exemplary embodiments of the present application.

[0065] The storage unit 320 can include a readable medium in the form of volatile storage such as a random access memory (RAM) 321 and / or cache memory 322, and further can include a read-only memory (ROM) 323.

[0066] The storage unit 320 can further include program / utility 324 having a set of programs / modules 325, including operating system, one or more application programs, other program modules, and program data, each or some combination thereof, which can include implementation of a network environment.

[0067] The bus 330 can represent one or more of several types of bus structures, including a storage bus or bus controller, a peripheral bus, a graphics acceleration port, a processor or local bus using any of a variety of bus structures, etc.

[0068] The electronic device 300 can also communicate with one or more external devices such as a keyboard or a pointing device, through the I / O interface 350. Additionally, the electronic device 300 can communicate with one or more devices that enable user interaction with the electronic device 300, and / or one or more devices that enable communication of the electronic device 300 with other computing devices. Such communication can be facilitated by an I / O interface 350. The electronic device 300 can also communicate with one or more networks, such as a local area network (LAN), a wide area network (WAN), and / or the public network, such as the Internet, through a network adapter 360. As depicted, the network adapter 360 communicates with the other components of the electronic device 300 through the bus 330. It should be appreciated that although not shown, other hardware and / or software modules could be used in conjunction with the electronic device 300. Such hardware would include, but is not limited to, microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data archival storage systems, etc.

[0069] Those skilled in the art can easily understand from the above description of the embodiments that the example embodiments described herein can be implemented by software or by software in combination with necessary hardware. Therefore, the technical solutions according to the embodiments of the present disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash disk, a mobile hard disk, or the like) or on a network, and includes a number of instructions to make a computing device (which can be a personal computer, a server, a terminal device, or a network device, etc.) execute the methods according to the embodiments of the present disclosure.

[0070] According to the solutions of the present disclosure, a computer readable storage medium is also provided, which stores the program product capable of implementing the above-mentioned methods of the present disclosure. In some possible embodiments, various aspects of the present disclosure can also be implemented in the form of a program product, which includes program codes for causing a terminal device to execute the steps according to various example embodiments of the present disclosure described in the above-mentioned “example method” section of the present disclosure when the program product is run on the terminal device.

[0071] Reference Figure 4 As shown, the program product 400 for implementing the above-mentioned methods according to the embodiments of the present disclosure is described, which can adopt a portable compact disc read-only memory (CD-ROM) and includes program codes, and can be run on a terminal device, such as a personal computer. However, the program product of the present disclosure is not limited to this, and in the present document, the readable storage medium can be any tangible medium containing or storing a program, which can be used by or in combination with an instruction execution system, device, or apparatus.

[0072] The program product can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium may, for example, be but is not limited to an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or apparatus, or any combination of the above. More specific examples (non-exhaustive list) of the readable storage medium include an electrical connection having one or more wires, a portable disc, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0073] A computer readable signal medium can include a propagated data signal with instructions readable by a machine and encoded in an analog or digital format. Computer readable medium can include a propagated signal, for example, a propagated signal formatted according to a communication protocol over a computation or data propagation network. Computer readable medium can also include media of storage devices such as, for example, universal serial bus (USB) devices, hard drives, etc.

[0074] The program code embodied on the computer readable medium can be transmitted using any appropriate medium, including but not limited to wireless, wired, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0075] Program code embodied on computer readable medium can be in any suitable form, including but not limited to source code, compiled code, interpreted code, encrypted code, compressed code, de-compiled code and the like. The particular sequence of instructions can depend on the operating system and development environment of implementation. Program code embodied on the computer readable medium can be downloaded over a network from computer readable medium or from the approximating device.

[0076] In addition, the above-described flowcharts are merely illustrative of the processes involved in the method according to the exemplary embodiments of the present application, and are not intended to limit the present application. It is readily understood that the processes shown in the above-described flowcharts do not indicate or limit the time sequence of the processes. In addition, it is readily understood that the processes can be executed synchronously or asynchronously, for example, in a plurality of modules.

[0077] In summary, the present application provides a high loop joint pavement identification method, device, equipment and storage medium, wherein the method comprises the steps of: based on the obtained wheel dynamics related parameters, calculating the dynamics tire acceleration; calculating the actual tire acceleration, and calculating the difference between the dynamics tire acceleration and the actual tire acceleration; when judging that the actual tire acceleration is positive, judging that the tire acceleration in the parallel direction of the vehicle body exceeds the threshold value, and judging that the difference is greater than the set threshold value, identifying the high loop joint working condition. The present application can quickly identify the high loop joint working condition in the adaptive cruise control working condition, and control the vehicle smoothness and stability, effectively improve the comfortable experience of adaptive cruising.

[0078] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. 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 application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

[0079] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

Claims

1. A method of identifying high loop joint pavements, characterized by, The method comprises: calculating the dynamic tire acceleration based on the obtained wheel dynamics related parameters; calculating the actual tire acceleration and the difference between the dynamic tire acceleration and the actual tire acceleration; identifying the high ring joint working condition when the actual tire acceleration is determined to be positive, the tire acceleration in the vehicle body parallel direction is determined to exceed a threshold value, and the difference is determined to be greater than a set threshold value.

2. The method of claim 1, wherein, The method further comprises: identifying the non-high ring joint working condition when the actual tire acceleration is determined to be negative or the tire acceleration in the vehicle body parallel direction is determined to be below a threshold value or the difference is determined to be less than a set threshold value.

3. The method of claim 1, wherein, After identifying the high ring joint working condition, the method comprises: maintaining the longitudinal control output of the last cycle unchanged when the vehicle is determined to pass through the high ring joint, recording the cumulative time in the high ring joint area, and restoring the normal adaptive cruise control mode when the time exceeds a set time.

4. The method of claim 1, wherein, The calculation of the dynamic tire acceleration based on the obtained wheel dynamics related parameters comprises: obtaining the wheel dynamics related parameters from the CAN bus and vehicle sensors, wherein the wheel dynamics related parameters at least include the wheel edge driving force torque and wheel speed signal obtained from the CAN bus and the hydraulic brake system pressure obtained from the vehicle sensors; calculating the wheel brake torque Wbrake according to the hydraulic brake system pressure P and the conversion coefficient Cp of the wheel edge brake pressure to the wheel edge brake force; calculating the difference between the wheel edge driving force torque Wvcu and the wheel brake torque Wbrake, and calculating the wheel angular acceleration τ according to the ratio of the difference to the wheel rotational inertia; obtaining the tire acceleration generated by the longitudinal force according to the product of the wheel rolling radius and the wheel angular acceleration.

5. The method of claim 4, wherein, The method comprises: According to the formula: aFx = r τ = r (Wvcu - Wbrake) / Iy = r (Wvcu - P Cp) / Iy, where r is the wheel rolling radius, τ is the wheel angular acceleration, Wvcu is the wheel drive torque, Wbrake is the wheel brake torque, Iy is the wheel moment of inertia, P is the hydraulic brake system pressure, and Cp is the wheel brake pressure to wheel brake force conversion factor.

6. The method of claim 1, wherein, The calculation of the actual tire acceleration comprises: subtracting the wheel speed recorded at the last time from the current measured wheel speed to obtain the speed difference, and dividing the speed difference by a set time interval to obtain the average wheel speed change rate in the set time interval as the actual longitudinal acceleration of the tire.

7. The method of claim 1, wherein, The calculation of the difference between the dynamic tire acceleration and the actual tire acceleration comprises: subtracting the actual tire acceleration from the tire acceleration generated by the longitudinal force, and then subtracting the gravity component caused by the current slope to obtain the deviation between the dynamic model acceleration and the measured acceleration.

8. A high loop joint pavement identification apparatus characterized by, The method comprises: a calculation module for calculating the dynamic tire acceleration based on the obtained wheel dynamics related parameters; calculating the actual tire acceleration and the difference between the dynamic tire acceleration and the actual tire acceleration; an identification module for identifying the high ring joint working condition when the actual tire acceleration is determined to be positive, the tire acceleration in the vehicle body parallel direction is determined to exceed a threshold value, and the difference is determined to be greater than a set threshold value.

9. The apparatus of claim 8, wherein, The identification module is further configured to identify the non-high ring joint working condition when the actual tire acceleration is determined to be negative or the tire acceleration in the vehicle body parallel direction is determined to be below a threshold value or the difference is determined to be less than a set threshold value. The method comprises:

10. The apparatus of claim 8, wherein, ​ The identification module is further configured to maintain the longitudinal control output of the previous cycle when the vehicle passes through the high ring joint, record the accumulated time in the high ring joint area, and restore the normal adaptive cruise control mode when the time exceeds the set time.

11. The apparatus of claim 8, wherein, The method comprises: The calculation module is further configured to The wheel dynamics related parameters are obtained according to the CAN bus and the vehicle-mounted sensors, wherein the wheel dynamics related parameters at least include the wheel-side driving force torque and the wheel speed signal obtained through the CAN bus and the hydraulic braking system pressure obtained through the vehicle-mounted sensors; The wheel braking torque Wbrake is calculated according to the hydraulic braking system pressure P and the conversion coefficient Cp of the wheel-side braking pressure to the wheel-side braking force; The difference between the wheel-side driving force torque Wvcu and the wheel braking torque Wbrake is calculated, and the wheel angular acceleration τ is calculated according to the ratio of the difference to the wheel rotational inertia. The tire acceleration generated by the longitudinal force is obtained according to the product of the wheel rolling radius and the wheel angular acceleration.

12. The apparatus of claim 11, wherein, The method comprises: The computing module is further configured to calculate the tire acceleration generated by the longitudinal force according to a formula: aFx=r τ=r (Wvcu-Wbrake) / Iy=r (Wvcu-P Cp) / Iy, where r is a wheel rolling radius, τ is a wheel angular acceleration, Wvcu is a wheel drive torque, Wbrake is a wheel brake torque, Iy is a wheel moment of inertia, P is a hydraulic brake system pressure, and Cp is a wheel brake pressure to wheel brake force conversion coefficient.

13. The apparatus of claim 8, wherein, The method comprises: The calculation module is further configured to subtract the wheel speed recorded at the last time from the currently measured wheel speed to obtain the speed difference, divide the speed difference by the set time interval to obtain the average wheel speed change rate in the set time interval, and take the average wheel speed change rate as the actual longitudinal acceleration of the tire.

14. The apparatus of claim 8, wherein, The method comprises: The calculation module is further configured to subtract the actual acceleration of the tire from the tire acceleration generated by the longitudinal force, and then subtract the gravity component caused by the current slope to obtain the deviation between the acceleration of the dynamics model and the measured acceleration.

15. An electronic device, comprising: The electronic device comprises: A processor; A memory, wherein the memory stores computer readable instructions, and the computer readable instructions are executed by the processor to implement the method according to any one of claims 1 to 7.

16. A computer-readable storage medium, characterized in that, The computer program instructions are stored in the memory, and when the computer program instructions are executed by the computer, the computer executes the method according to any one of claims 1 to 7.

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