Recognition method and device of speed bump, electronic equipment and storage medium

Abstract

The invention provides a deceleration strip recognition method and device, electronic equipment and a storage medium, and relates to the technical field of vehicles. The method comprises the steps that the height of a vehicle suspension at the current moment is obtained; performing secondary derivation on the height at the current moment to obtain the relative motion acceleration of the vehicle body and the wheels at the current moment; when the relative motion acceleration at the current moment is larger than an acceleration threshold value corresponding to the current vehicle speed, whether a vehicle suspension is in a compressed state or not is determined; if it is determined that the vehicle suspension is in the compressed state and the speed of the vehicle body in the preset direction at the current moment is larger than a first speed threshold value corresponding to the current vehicle speed, it is determined that the vehicle makes contact with the deceleration strip. By adopting the technical scheme provided by the invention, the deceleration strip can be predicted and identified in advance.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, electronic device and storage medium for identifying speed bumps. Background Technology

[0002] With the development of vehicle intelligence, electronically controlled suspension systems play a crucial role in improving ride comfort. Speed ​​bumps installed on the road surface are obstacles that effectively limit vehicle speed. When a vehicle passes over a speed bump, it may experience an impact. If this impact can be detected promptly and accurately, the suspension system can adjust the damping force in time to reduce body vibration and improve ride comfort. Currently, speed bump detection usually only occurs after the wheels have already passed over the speed bump, or after the impact energy has been transmitted to the vehicle body and caused vibration.

[0003] However, existing speed bump detection methods cannot predict upcoming speed bumps in advance, potentially causing unnecessary impacts and vibrations when the vehicle passes over them. This necessitates relying on delayed damping compensation for adjustment, which passively affects the timeliness and effectiveness of control. Furthermore, existing detection methods are mostly designed for specific vehicle models or suspension systems, lacking sufficient versatility and failing to adapt to the needs of different vehicle models and suspension systems. Summary of the Invention

[0004] In view of this, embodiments of this application provide a method, device, electronic device, and storage medium for identifying speed bumps. By fusing relative motion acceleration signals and suspension height signals, complementary and cross-validated multi-source information is achieved, enabling early prediction and identification of speed bumps and improving robustness and anti-interference capabilities under complex road conditions. Simultaneously, the judgment threshold and conditions are adaptively optimized based on dynamic parameters such as real-time vehicle speed and suspension status, enhancing the system's adaptability to different vehicle models, speeds, and road environments. Furthermore, this application utilizes existing vehicle-mounted sensors for signal processing and calculation, eliminating the need for additional sensors and effectively reducing system cost and integration difficulty while ensuring the identification function is implemented.

[0005] This application mainly includes the following aspects: In a first aspect, embodiments of this application provide a method for identifying speed bumps, the method comprising: Get the current height of the vehicle's suspension; By taking the second derivative of the current height, the relative acceleration between the vehicle body and the wheels at the current moment can be obtained. When the relative acceleration between the vehicle body and the wheels at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed, it is determined whether the vehicle suspension is in a compressed state. If it is determined that the vehicle suspension is in a compressed state and the vehicle body's speed in the preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed, then it is determined that the vehicle has come into contact with the speed bump.

[0006] Preferably, the step of taking the second derivative of the current height to obtain the relative acceleration between the vehicle body and the wheels at the current moment includes: Determine the height difference between the current height and the height of the previous time. Determine the time difference between the current moment and the previous moment; The quotient of the height difference and the time difference is determined as the relative speed of the vehicle body and the wheels at the current moment; Determine the difference between the relative velocity at the current moment and the relative velocity at the previous moment; The quotient of the relative motion speed difference and the time difference is determined as the relative motion acceleration of the vehicle body and the wheels at the current moment.

[0007] Preferably, determining whether the vehicle suspension is in a compressed state when the relative acceleration at the current moment is greater than an acceleration threshold includes: When the relative acceleration at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed, determine whether the relative speed between the vehicle body and the wheels at the current moment is not greater than the second speed threshold. If the relative motion speed at the current moment is not greater than the second speed threshold, then the suspension is determined to be in a compressed state.

[0008] Preferably, the preset direction is perpendicular to the horizontal ground direction.

[0009] Preferably, before determining that the vehicle has contacted the speed bump when it is determined that the vehicle suspension is in a compressed state and the vehicle body's speed in the preset direction at the current moment is greater than a first speed threshold, the identification method further includes: Integrate the acceleration of the vehicle body in the preset direction at the current moment with the acceleration of the vehicle body in the preset direction at the previous moment to obtain the velocity of the vehicle body in the preset direction at the current moment.

[0010] Preferably, the identification method includes: Once it is determined that the vehicle has come into contact with the speed bump, the current damping force of the vehicle's shock absorbers is reduced to the first target damping force; If it is determined that the vehicle suspension is in a stretched state and the speed in the preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed, then the first target damping force is increased to the second target damping force. If it is determined that the vehicle suspension is in a compressed state and the speed in the preset direction at the current moment is not greater than the first speed threshold corresponding to the current vehicle speed, then the second target damping force is reduced to the third target damping force.

[0011] Secondly, embodiments of this application also provide a speed bump identification device, the identification device comprising: The acquisition module is used to obtain the height of the vehicle suspension at the current moment; The differentiation module is used to perform a second derivative on the current height to obtain the relative acceleration between the vehicle body and the wheels at the current moment. The state determination module is used to determine whether the vehicle suspension is in a compressed state when the relative motion acceleration at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed. The contact determination module is used to determine if the vehicle suspension is in a compressed state and the vehicle body speed in the preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed, then the vehicle has contacted the speed bump.

[0012] Thirdly, embodiments of this application also provide an electronic device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. The machine-readable instructions are executed by the processor to perform the steps of the speed bump identification method described in the first aspect or any possible implementation of the first aspect.

[0013] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the speed bump identification method described in the first aspect or any possible implementation of the first aspect.

[0014] Fifthly, embodiments of this application also provide a vehicle, the vehicle including a speed bump identification device.

[0015] The present application provides a method, device, electronic device, and storage medium for identifying speed bumps, which obtains the height of the vehicle suspension at the current moment; performs a second derivative on the current height to obtain the relative acceleration between the vehicle body and the wheels at the current moment; when the relative acceleration at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed, it determines whether the vehicle suspension is in a compressed state; if it is determined that the vehicle suspension is in a compressed state and the speed of the vehicle body in a preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed, it is determined that the vehicle has contacted the speed bump.

[0016] In this way, by fusing relative motion acceleration signals and suspension height signals, complementary and cross-validated multi-source information is achieved, enabling early prediction and identification of speed bumps and improving the robustness and anti-interference capability of speed bump identification under complex road conditions. Simultaneously, the judgment thresholds and conditions are adaptively optimized based on dynamic parameters such as real-time vehicle speed and suspension status, enhancing the system's adaptability to different vehicle models, speeds, and road environments. Furthermore, this application utilizes existing onboard sensors for signal processing and calculation, eliminating the need for additional sensors and effectively reducing system cost and integration complexity.

[0017] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A flowchart illustrating a method for identifying speed bumps provided in an embodiment of this application is shown; Figure 2 This illustration shows one of the structural schematic diagrams of a speed bump identification device provided in an embodiment of this application; Figure 3 This is a second schematic diagram of the structure of a speed bump identification device provided in an embodiment of this application; Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the drawings in this application are for illustrative and descriptive purposes only and are not intended to limit the scope of protection of this application. Furthermore, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of this application. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or implemented simultaneously. In addition, those skilled in the art, guided by the content of this application, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0021] Furthermore, the described embodiments are merely some, not all, of the embodiments of this application. The components of the embodiments of this application described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0022] The methods, apparatus, electronic devices, or computer-readable storage media described in this application can be applied to any scenario that requires the identification of speed bumps. This application does not limit the specific application scenario, and any scheme using the speed bump identification method and apparatus provided in this application is within the protection scope of this application.

[0023] It is worth noting that with the development of vehicle intelligence, electronically controlled suspension systems play a crucial role in improving ride comfort. Speed ​​bumps installed on the road surface are obstacles that effectively limit vehicle speed. When a vehicle passes over a speed bump, it may experience an impact. If these bumps can be detected in a timely and accurate manner, the suspension system can adjust the damping force promptly, reducing body vibration and improving ride comfort. Currently, speed bump detection typically occurs only after the wheels have already passed over the speed bump, or after the impact energy has been transmitted to the body and caused vibration. However, existing speed bump detection methods cannot predict upcoming speed bumps in advance, leading to unnecessary impacts and body vibrations when the vehicle passes over them. This reliance on delayed damping compensation for adjustment passively affects the timeliness and effectiveness of control. Furthermore, existing detection methods are mostly designed for specific vehicle models or suspension systems, lacking sufficient versatility and failing to adapt to the needs of different vehicle models and suspension systems.

[0024] To address the aforementioned issues, this application proposes a method, device, electronic device, and storage medium for identifying speed bumps. By fusing relative motion acceleration signals and suspension height signals, complementary and cross-validated multi-source information is achieved, enabling accurate speed bump identification and improving robustness and anti-interference capabilities under complex road conditions. Simultaneously, the judgment threshold and conditions are adaptively optimized based on dynamic parameters such as real-time vehicle speed and suspension status, enhancing the system's adaptability to different vehicle models, speeds, and road environments. Furthermore, this application utilizes existing vehicle-mounted sensors for signal processing and calculation, eliminating the need for additional sensors and effectively reducing system cost and integration complexity.

[0025] To facilitate understanding of this application, the technical solutions provided in this application will be described in detail below with reference to specific embodiments.

[0026] Please see Figure 1 , Figure 1 This is a flowchart illustrating a method for identifying speed bumps provided in an embodiment of this application.

[0027] like Figure 1 As shown in the figure, the speed bump identification method provided in this application embodiment includes the following steps: Step S101: Obtain the height of the vehicle suspension at the current moment.

[0028] Here, a height sensor is installed at the cantilever between the vehicle body and the wheels to collect the height of the vehicle suspension.

[0029] Step S102: Take the second derivative of the current height to obtain the relative acceleration between the vehicle body and the wheels at the current moment.

[0030] In a specific implementation, step S102, as an example, may include the following steps: Step S1021: Determine the height difference between the current height and the height of the previous time.

[0031] Step S1022: Determine the time difference between the current moment and the previous moment; determine the quotient of the height difference and the time difference as the relative speed of the vehicle body and the wheels at the current moment.

[0032] Step S1023: Determine the relative motion speed difference between the current relative motion speed and the previous relative motion speed.

[0033] Step S1024: The quotient of the relative motion speed difference and the time difference is determined as the relative motion acceleration of the vehicle body and the wheels at the current moment.

[0034] Step S103: When the relative motion acceleration at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed, determine whether the vehicle suspension is in a compressed state.

[0035] In this embodiment, the acceleration threshold is set based on a combination of experimental calibration and mapping, and is pre-stored in the vehicle. Specifically, firstly, peak data of relative acceleration between the vehicle body and wheels are collected through real-vehicle experiments when the vehicle travels over speed bumps of various sizes at different speeds. For the same vehicle speed, the minimum value is selected from all relative acceleration data corresponding to different speed bump sizes as the acceleration threshold for that speed. Following this method, a corresponding acceleration threshold is determined for each vehicle speed, thereby constructing a vehicle speed-acceleration threshold mapping table. During actual vehicle operation, the vehicle speed-acceleration threshold mapping table is queried based on the real-time vehicle speed to dynamically obtain the matching acceleration threshold, thus achieving accurate and adaptive identification of speed bump impacts.

[0036] In a specific implementation, step S103, as an example, may include the following steps: Step S1031: When the relative motion acceleration at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed, determine whether the relative motion speed between the vehicle body and the wheels at the current moment is not greater than the second speed threshold.

[0037] It should be noted that the relative acceleration generated when going over a speed bump is higher than that when going uphill. When the relative acceleration between the vehicle body and the wheels exceeds the acceleration threshold, it indicates that the wheels have experienced an impact. Such impacts can originate from various driving scenarios, such as emergency braking, driving over potholes, or contact with a speed bump. Relative acceleration alone cannot definitively determine whether the vehicle has definitely contacted a speed bump; in such cases, it can only be considered a suspected contact, requiring further investigation to determine whether actual contact with the speed bump has occurred.

[0038] In this embodiment of the application, the relative acceleration of the wheel at the current moment is determined by integrating the acceleration of the vehicle body in the preset direction at the current moment with the acceleration of the vehicle body in the preset direction at the previous moment to obtain the velocity of the vehicle body in the preset direction at the current moment.

[0039] Step S1032: If the relative motion speed at the current moment is not greater than the second speed threshold, then it is determined that the suspension is in a compressed state.

[0040] In this embodiment, the second speed threshold is 0. The direction of the relative speed between the vehicle body and the wheels is analyzed to determine whether the suspension is in a compressed state. If the relative speed is ≤0, it indicates that the wheel is moving upwards towards the vehicle body, and the suspension is being compressed. If the relative speed is >0, it indicates that the wheel is moving away from the vehicle body, and the suspension is being stretched. It should be noted that when the vehicle travels over a smooth road surface, there is no relative displacement between the vehicle body and the wheels. At the initial moment when the wheel contacts the speed bump, the wheel experiences an upward impact, causing the suspension springs to compress.

[0041] Step S104: If it is determined that the vehicle suspension is in a compressed state and the vehicle body speed in the preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed, then it is determined that the vehicle has contacted the speed bump.

[0042] Here, the preset direction is perpendicular to the horizontal ground direction (Z direction).

[0043] In this embodiment, the first speed threshold is set based on a combination of experimental calibration and mapping, and is pre-stored in the vehicle. Specifically, the vehicle's Z-axis speed is collected through real-vehicle experiments when the vehicle passes over speed bumps of various sizes at different speeds. For each speed, the minimum relative acceleration data from all speed bumps of different sizes is selected as the first speed threshold at that speed. Following this method, a corresponding first speed threshold is determined for each speed, thereby constructing a vehicle speed-first speed threshold mapping table. During actual vehicle operation, the vehicle speed-first speed threshold mapping table is queried based on the real-time vehicle speed to dynamically obtain the matching first speed threshold, thus achieving accurate and adaptive judgment of the vehicle's upward movement trend.

[0044] It should be noted that when the vehicle's speed in the preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed, it indicates an upward trend. Specifically, when the wheels drive over a speed bump, they will experience an upward impact force, which is transmitted through the suspension, propelling the vehicle upward.

[0045] In one possible implementation, when it is determined that the vehicle has come into contact with a speed bump, the current damping force of the vehicle's shock absorber is reduced to a first target damping force; if it is determined that the vehicle suspension is in a stretched state and the speed in the preset direction at the current moment is greater than a first speed threshold corresponding to the current vehicle speed, the first target damping force is increased to a second target damping force; if it is determined that the vehicle suspension is in a compressed state and the speed in the preset direction at the current moment is not greater than the first speed threshold corresponding to the current vehicle speed, the second target damping force is reduced to a third target damping force.

[0046] Here, the damping force of the shock absorber is adjusted in real time to optimize ride comfort and stability: when contacting a speed bump, the damping force is reduced to the first target damping force to allow the suspension to absorb the impact; when the suspension enters the rebound phase and the vehicle body still has a significant upward tendency, the first target damping force is increased to the second target damping force to suppress excessive bouncing of the vehicle body and enhance attitude stability; after the impact energy decays and the vehicle body moves downward, the second target damping force is reduced to the third target damping force to allow the suspension to return to the reference state.

[0047] It should be noted that the speed bump identification method is for any single wheel. Specifically, the system collects the suspension height corresponding to each wheel in parallel and independently calculates parameters such as relative motion speed and relative motion acceleration for each wheel. The final determination of the speed bump depends on whether the parameters corresponding to the wheel simultaneously meet the impact, compression, and vehicle body trend conditions. This allows the vehicle to accurately identify the speed bump as soon as a single wheel comes into contact with it and immediately trigger the suspension damping adjustment for that wheel.

[0048] By fusing relative motion acceleration signals and suspension height signals, complementary and cross-validated multi-source information is achieved, improving the robustness and anti-interference capability of recognition under complex road conditions. Simultaneously, the judgment thresholds and conditions are adaptively optimized based on dynamic parameters such as real-time vehicle speed and suspension status, enhancing the system's adaptability to different vehicle models, speeds, and road environments. Furthermore, this application utilizes existing onboard sensors for signal processing and calculation, eliminating the need for additional sensors and effectively reducing system cost and integration complexity while ensuring the recognition function is implemented.

[0049] This application provides a method for identifying speed bumps. By fusing relative motion acceleration signals and suspension height signals, it achieves complementary and cross-validation of multi-source information, enabling early prediction and identification of speed bumps. This improves the robustness and anti-interference capability of speed bump identification under complex road conditions. Simultaneously, it adaptively optimizes the judgment threshold and conditions based on dynamic parameters such as real-time vehicle speed and suspension status, enhancing the system's adaptability to different vehicle models, speeds, and road environments. Furthermore, this application utilizes existing vehicle-mounted sensors for signal processing and calculation, eliminating the need for additional sensors and effectively reducing system cost and integration complexity.

[0050] Based on the same application concept, this application also provides a speed bump identification device corresponding to the speed bump identification method provided in the above embodiments. Since the principle of the device in this application is similar to the speed bump identification method in the above embodiments of this application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0051] Please see Figures 2 to 3 , Figure 2 This is one of the structural schematic diagrams of a speed bump identification device provided in an embodiment of this application. Figure 3 This is a second schematic diagram of a speed bump identification device provided in an embodiment of this application.

[0052] like Figure 2 As shown in the figure, the speed bump identification device 210 provided in this application embodiment includes: Module 211 is used to obtain the height of the vehicle suspension at the current moment; The differentiation module 212 is used to perform a second derivative on the current height to obtain the relative acceleration between the vehicle body and the wheels at the current moment. The state determination module 213 is used to determine whether the vehicle suspension is in a compressed state when the relative motion acceleration at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed. The contact determination module 214 is used to determine that the vehicle has contacted the speed bump if it is determined that the vehicle suspension is in a compressed state and the vehicle body speed in the preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed.

[0053] Furthermore, the differentiation module 212 is specifically used for: Determine the height difference between the current height and the height of the previous time. Determine the time difference between the current moment and the previous moment; The quotient of the height difference and the time difference is determined as the relative speed of the vehicle body and the wheels at the current moment; Determine the difference between the relative velocity at the current moment and the relative velocity at the previous moment; The quotient of the relative motion speed difference and the time difference is determined as the relative motion acceleration of the vehicle body and the wheels at the current moment.

[0054] Preferably, the state determination module 213 is specifically used for: When the relative acceleration at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed, determine whether the relative speed between the vehicle body and the wheels at the current moment is not greater than the second speed threshold. If the relative motion speed at the current moment is not greater than the second speed threshold, then the suspension is determined to be in a compressed state.

[0055] Preferably, the preset direction is perpendicular to the horizontal ground direction.

[0056] Preferably, the identification device 210 further includes: The integration module 215 is used to integrate the acceleration of the vehicle body in the preset direction at the current moment with the acceleration of the vehicle body in the preset direction at the previous moment to obtain the velocity of the vehicle body in the preset direction at the current moment.

[0057] Preferably, the identification device 210 includes: The first reduction module 216 is used to reduce the current damping force of the vehicle's shock absorber to a first target damping force when it is determined that the vehicle has come into contact with the speed bump. The lifting module 217 is used to raise the first target damping force to the second target damping force if it is determined that the vehicle suspension is in a stretched state and the speed in the preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed. The second reduction module 218 is used to reduce the second target damping force to the third target damping force if it is determined that the vehicle suspension is in a compressed state and the speed in the preset direction at the current moment is not greater than the first speed threshold corresponding to the current vehicle speed.

[0058] This application provides a speed bump identification device that, by fusing relative motion acceleration signals and suspension height signals, achieves complementary and cross-validation of multi-source information, enabling early prediction and identification of speed bumps. This improves the robustness and anti-interference capability of speed bump identification under complex road conditions. Simultaneously, it adaptively optimizes the judgment threshold and conditions based on dynamic parameters such as real-time vehicle speed and suspension status, enhancing the system's adaptability to different vehicle models, speeds, and road environments. Furthermore, this application utilizes existing vehicle-mounted sensors for signal processing and calculation, eliminating the need for additional sensors and effectively reducing system cost and integration complexity.

[0059] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0060] like Figure 4 As shown, the electronic device 400 includes a processor 410, a memory 420, and a bus 430.

[0061] The memory 420 stores machine-readable instructions executable by the processor 410. When the electronic device 400 is running, the processor 410 communicates with the memory 420 via the bus 430. When the machine-readable instructions are executed by the processor 410, they can perform the operations described above. Figure 1 The steps of the speed bump identification method in the illustrated method embodiment can be found in the method embodiment for specific implementation, and will not be repeated here.

[0062] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 The steps of the speed bump identification method in the illustrated method embodiment can be found in the method embodiment for specific implementation, and will not be repeated here.

[0063] This application also provides a vehicle that includes a speed bump recognition device.

[0064] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems and devices described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division; in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Another point is that the displayed or discussed mutual coupling or direct coupling or communication connection may be through some communication interfaces; the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms.

[0065] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0066] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0067] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0068] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for identifying speed bumps, characterized in that, The identification method includes: Get the current height of the vehicle's suspension; By taking the second derivative of the current height, the relative acceleration between the vehicle body and the wheels at the current moment can be obtained. When the relative acceleration at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed, it is determined whether the vehicle suspension is in a compressed state. If it is determined that the vehicle suspension is in a compressed state and the vehicle body's speed in the preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed, then it is determined that the vehicle has come into contact with the speed bump.

2. The method for identifying speed bumps according to claim 1, characterized in that, The step of taking the second derivative of the current height to obtain the relative acceleration between the vehicle body and the wheels at the current moment includes: Determine the height difference between the current height and the height of the previous time. Determine the time difference between the current moment and the previous moment; The quotient of the height difference and the time difference is determined as the relative speed of the vehicle body and the wheels at the current moment; Determine the difference between the relative velocity at the current moment and the relative velocity at the previous moment; The quotient of the relative motion speed difference and the time difference is determined as the relative motion acceleration of the vehicle body and the wheels at the current moment.

3. The method for identifying speed bumps according to claim 2, characterized in that, The step of determining whether the vehicle suspension is in a compressed state when the relative acceleration at the current moment is greater than the acceleration threshold includes: When the relative acceleration at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed, determine whether the relative speed at the current moment is not greater than the second speed threshold. If the relative motion speed at the current moment is not greater than the second speed threshold, then the suspension is determined to be in a compressed state.

4. The method for identifying speed bumps according to claim 1, characterized in that, The preset direction is perpendicular to the horizontal ground.

5. The method for identifying speed bumps according to claim 1, characterized in that, Before determining that the vehicle has contacted a speed bump when it is determined that the vehicle suspension is in a compressed state and the vehicle body's speed in the preset direction at the current moment is greater than a first speed threshold, the identification method further includes: Integrate the acceleration of the vehicle body in the preset direction at the current moment with the acceleration of the vehicle body in the preset direction at the previous moment to obtain the velocity of the vehicle body in the preset direction at the current moment.

6. The method for identifying speed bumps according to claim 1, characterized in that, The identification method further includes: Once it is determined that the vehicle has come into contact with the speed bump, the current damping force of the vehicle's shock absorbers is reduced to the first target damping force; If it is determined that the vehicle suspension is in a stretched state and the speed in the preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed, then the first target damping force is increased to the second target damping force. If it is determined that the vehicle suspension is in a compressed state and the speed in the preset direction at the current moment is not greater than the first speed threshold corresponding to the current vehicle speed, then the second target damping force is reduced to the third target damping force.

7. A speed bump identification device, characterized in that, The identification device includes: The acquisition module is used to obtain the height of the vehicle suspension at the current moment; The differentiation module is used to perform a second derivative on the current height to obtain the relative acceleration between the vehicle body and the wheels at the current moment. The state determination module is used to determine whether the vehicle suspension is in a compressed state when the relative motion acceleration at the current moment is greater than the acceleration threshold corresponding to the current vehicle speed. The contact determination module is used to determine if the vehicle suspension is in a compressed state and the vehicle body speed in the preset direction at the current moment is greater than the first speed threshold corresponding to the current vehicle speed, then the vehicle has contacted the speed bump.

8. An electronic device, characterized in that, include: The device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. The machine-readable instructions are executed by the processor to perform the steps of the speed bump identification method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the speed bump identification method as described in any one of claims 1 to 6.

10. A vehicle, characterized in that, The vehicle includes the speed bump identification device as described in claim 7.

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