Road parameter detection equipment and system based on triboelectric sensor

Abstract

The invention relates to the technical field of intelligent traffic, in particular to road parameter detection equipment and system based on a triboelectric sensor. The road parameter detection device comprises a triboelectric sensor and a data processing unit. The triboelectric sensor is installed on an automobile shock absorber and used for generating a first pulse signal, a second pulse signal and a third pulse signal. The data processing unit converts the pulse signal I into displacement time domain data in the vertical direction of the road surface so as to sense the unevenness of the road surface in real time; the second pulse signal and the third pulse signal are converted into the swing angle and the swing direction of the single swing block in the horizontal direction, and then the slope angle of the road is sensed in real time. Two road parameters including road surface unevenness and road slope angle are continuously sensed in real time by arranging the friction electric sensor of a specific structure and utilizing the vehicle-road coupling effect, collaborative sensing of parameters of a road in two dimension directions is achieved at the same time, and the efficiency of road multi-parameter collaborative sensing is improved.

Description

Technical Field

[0001] This invention relates to the field of intelligent transportation technology, specifically to a road parameter detection device and system based on a triboelectric sensor. Background Technology

[0002] With the rapid development of intelligent transportation systems, roads, as core infrastructure, have become a key factor influencing the intelligent development and construction of cities and transportation. Among these developments, constructing a sustainable dynamic perception network for road infrastructure using distributed sensors to achieve real-time perception of road parameters such as road surface unevenness and road slope angle, and providing real-time road information for autonomous driving control systems, has gradually become a major development trend. However, how distributed sensors can achieve real-time dynamic perception of road parameter information has become a factor restricting the development of intelligent transportation systems and autonomous driving technology. The detection and perception of core road parameters such as road surface unevenness and road slope angle generally relies on professional traffic inspection departments using high-precision detection equipment such as laser profilers, drones, and satellites for periodic static monitoring. Although this detection method has high accuracy, it generally relies on manual inspection and requires traffic control during inspection. While existing detection equipment can meet the accuracy requirements for road parameter detection, it is difficult to meet the current development needs of intelligent transportation in terms of data real-time performance and operational costs. Furthermore, with the rapid development of autonomous driving technology, the need for perception of information such as road surface unevenness and slope angle for autonomous driving vehicles has become increasingly prominent. Vehicle power control, decision optimization, and energy consumption management all rely on real-time and accurate road data. Therefore, the application of vehicle-mounted LiDAR and vision sensors enables the perception of the road ahead of the vehicle, providing real-time and accurate parameter information for intelligent driving control systems. However, LiDAR and vision sensors can only perceive the road conditions within a certain distance in front of the vehicle, and cannot perceive continuous road parameter information. Furthermore, the energy consumption and deployment costs of LiDAR and vision sensors are relatively high, making them difficult to miniaturize and distribute, and thus unsuitable for building road sensor networks as distributed sensors. Summary of the Invention

[0003] To address the technical problem that existing road parameter detection devices struggle to achieve real-time and continuous perception of road information, this invention provides a road parameter detection device and system based on a triboelectric sensor.

[0004] The present invention is achieved by the following technical solution: a road parameter detection device based on a triboelectric sensor, which includes a triboelectric sensor and a data processing unit. The triboelectric sensor includes a connecting rod, a housing, and a slider and a pendulum block respectively installed inside the housing. The housing is located on the side of the automobile shock absorber near the piston rod. One end of the connecting rod is fixed to the piston cylinder of the automobile shock absorber, and the other end is inserted into the housing and fixed to the slider. The slider can slide along the vertical direction of the housing, and a moving electrode and a stator electrode with dielectric material are respectively provided on the two side walls opposite to the housing. The connecting rod drives the slider to slide through the relative movement between the piston rod and the piston cylinder, thereby causing the moving electrode to move relative to the stator electrode and generating a pulse signal. The pendulum block has a moving electrode and a stator electrode with dielectric material on the two side walls opposite to the housing. The bottom of the pendulum block and the bottom of the housing are respectively provided with a dielectric layer and an electrode layer. When the automobile body pitches, the pendulum block can swing along the horizontal direction of the housing, thereby causing the moving electrode to move relative to the stator electrode and generating a pulse signal, and simultaneously causing the dielectric layer to move relative to the electrode layer and generating a pulse signal. The data processing unit is used to acquire pulse signal one, pulse signal two, and pulse signal three in real time and continuously; convert pulse signal one into displacement time-domain data in the vertical direction of the road surface to sense the road surface unevenness in real time; convert pulse signal two into the angle value of the pendulum block swinging in the horizontal direction, and pulse signal three into the swing direction of the pendulum block in the horizontal direction, and sense the slope angle of the road in real time through the swing angle value and swing direction of the pendulum block.

[0005] As a further improvement of the present invention, the data processing unit is also used to construct a displacement-time curve based on the displacement time-domain data of the road surface in the vertical direction, and then construct a PSD curve by performing frequency domain analysis on the constructed displacement-time curve, and classify the road surface grade based on the constructed PSD curve.

[0006] As a further improvement of the present invention, the pendulum block is a pendulum block with a fan-shaped structure; the second moving electrode is attached to the fan-shaped surface of the pendulum block, and the dielectric layer is attached to the arc-shaped surface of the pendulum block; the bottom surface of the shell is also a semi-circular arc structure; the circle in which the semi-circular arc structure is located and the circle in which the pendulum block is located are concentric circles.

[0007] As a further improvement of the present invention, there are two electrode layers, which do not contact each other and are symmetrically arranged on the semi-circular surface with the diameter of the semi-circular surface along the vertical direction as the axis of symmetry; the dielectric layer alternately overlaps with the two electrode layers when the pendulum oscillates; the oscillation direction of the pendulum is determined by whether the dielectric layer overlaps with any one of the electrode layers.

[0008] As a further improvement of the present invention, a slide rail is installed on the housing along its vertical direction, which is parallel to the connecting rod. The slider is a U-shaped slider. The open end of the U-shaped slider is inserted from the end of the slide rail away from the connecting rod to the end of the connecting rod and fixed to the connecting rod, thereby realizing the sliding installation of the U-shaped slider on the slide rail.

[0009] As a further improvement of the present invention, the housing is provided with a mounting rod along its front-back direction, and one end of the pendulum block near its center is sleeved on the mounting rod and can swing along the horizontal direction of the housing with the mounting rod as the axis of rotation.

[0010] As a further improvement of the present invention, a clamp is provided at the end of the connecting rod away from the slider, and the clamp is fixedly installed on the outer surface of the piston cylinder.

[0011] As a further improvement of the present invention, the housing is provided with an arc-shaped groove, which is sleeved on the outer surface of the piston rod.

[0012] As a further improvement of the present invention, the data processing unit converts the pulse signal into displacement time-domain data in the vertical direction of the road surface as follows: calibrating the distance the moving electrode moves relative to the stator electrode when a single pulse signal is generated; counting the pulse signal generated in real time during the vehicle's movement and recording the timestamp; and converting it into time-domain displacement data in the vertical direction of the road surface during the vehicle's movement using the pulse counting method.

[0013] This invention also includes a road parameter detection system based on a triboelectric sensor, comprising a data acquisition module and a data processing module. The data acquisition module uses the triboelectric sensor in the road parameter detection device described above to collect road information during vehicle movement and outputs corresponding pulse signals one, two, and three. The data processing module acquires pulse signals one, two, and three respectively. Pulse signal one is converted into displacement time-domain data in the vertical direction of the road surface to perceive road unevenness in real time. Pulse signal two is converted into the angle value of a pendulum swinging horizontally, and pulse signal three is converted into the swing direction of the pendulum swinging horizontally. The slope angle of the road is perceived in real time using the angle value and direction of the pendulum swing.

[0014] The present invention also includes a vehicle having an autonomous driving mode, wherein after the autonomous driving mode is activated, the vehicle regulates its driving path and speed by collecting road parameter information detected by the road parameter detection device based on the triboelectric sensor as described above.

[0015] The technical solution provided by this invention has the following beneficial effects: (1) The road parameter detection device provided by the present invention, by setting a slider that can move in the vertical direction of the shell and a single pendulum block that can swing in the horizontal direction of the shell, can realize the real-time and continuous perception of the two road parameters, namely the road unevenness and the road slope angle, by setting a triboelectric sensor with a specific structure and installing it on the car shock absorber during the car's driving process. When the car is driving, the road unevenness and the road slope angle will cause the driving vehicle to respond and change. By utilizing the vehicle-road coupling effect and by taking advantage of the vehicle suspension movement and the change of the vehicle body pitch angle, the road unevenness and the road slope angle can be perceived in real time and continuously, thereby realizing the coordinated perception of parameters in two dimensions of the road and improving the efficiency of multi-parameter coordinated perception of the road.

[0016] (2) The road parameter detection device provided by the present invention has a high degree of structural integration and small size. In practical applications, it can be miniaturized and integrated according to the structural characteristics and spatial layout of the car. By setting multiple road parameter detection devices at different locations of the car, more road information can be collected. The sufficient amount of road information collected can be used to build a dynamic road information network. Since the collection method collects road information in real time, it improves the real-time performance and intelligence level of the intelligent transportation system. At the same time, it can also provide a reliable data foundation for autonomous driving technology, so that autonomous driving technology can optimize the autonomous driving process based on the data. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the road parameter detection device based on a triboelectric sensor provided in Embodiment 1 of the present invention.

[0018] Figure 2 This is a schematic diagram of the structure of the connecting rod, housing, and triboelectric sensor body when separated in Embodiment 1 of the present invention.

[0019] Figure 3 This is an exploded view of the road parameter detection device based on a triboelectric sensor in Embodiment 1 of the present invention.

[0020] Figure 4 This is a schematic diagram of the internal structure of the road parameter detection device based on a triboelectric sensor installed in the piston cylinder in Embodiment 1 of the present invention.

[0021] Figure 5 This is a schematic diagram of the stator electrode structure provided in Embodiment 1 of the present invention.

[0022] Figure 6 For the present invention Figure 5 The diagram shows a structure in which the stator electrodes are mounted as electrode layers on cover plate two.

[0023] Figure 7This is a schematic diagram of the second structure of the stator electrode provided in Embodiment 1 of the present invention.

[0024] Figure 8 This is a schematic diagram of the third structure of the stator electrode provided in Embodiment 1 of the present invention.

[0025] The markings in the diagram are as follows: 1. Connecting rod; 11. Clamp; 2. Housing; 21. Stator electrode one; 22. Stator electrode two; 23. Electrode layer; 24. Cover plate one; 25. Cover plate two; 26. Arc groove; 3. Slider; 31. Moving electrode one; 4. Single pendulum block; 41. Moving electrode two; 42. Dielectric layer; 5. Slide rail; 6. Mounting rod; 100. Piston rod; 200. Piston cylinder. Detailed Implementation

[0026] The present invention will now be further described in conjunction with specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0027] In the description of this invention, it should be noted that directional terms such as "center," "lateral," "longitudinal," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These are used only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific scope of protection of this invention. The terms "first," "second," etc., in the specification and claims of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. The terms "comprising" and "having," and any variations thereof, in the specification and claims of this invention, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products, or devices.

[0028] Example 1 This embodiment provides a road parameter detection device based on a triboelectric sensor. Please refer to [link / reference]. Figures 1 to 4It includes a triboelectric sensor and a data processing unit. The triboelectric sensor can be mounted on the shock absorber of a vehicle suspension, which may include a piston rod (100) and a piston cylinder (200). The data processing unit can be connected to the triboelectric sensor via wired (e.g., electrical wire) or wireless (e.g., Bluetooth, WIFI). The pulse signals collected by the triboelectric sensor can be sent to the data processing unit, which processes the pulse signals transmitted from the triboelectric sensor.

[0029] Please refer to Figure 2 and Figure 3The triboelectric sensor includes a connecting rod (1), a housing (2), a slider (3), and a pendulum block (4). The slider (3) and the pendulum block (4) are respectively installed inside the housing (2). The slider (3) can slide up and down along the vertical direction of the housing (2), and the pendulum block (4) can swing left and right along the horizontal direction of the housing (2). The slider (3) and the pendulum block (4) are set independently and their movement is not disturbed. The housing (2) is located on the side of the shock absorber near the piston rod (100). One end of the connecting rod (1) is fixed to the piston cylinder (200) of the shock absorber, and the other end of the connecting rod (1) is inserted into the housing (2) and fixed to the slider (3). A moving electrode (31) is provided on one side of the slider (3), and a stator electrode (21) with dielectric material is provided on the side of the housing (2) opposite to the moving electrode (31). The moving electrode 1 (31) and the stator electrode 1 (21) have different electronegativity. In actual design, dielectric material can also be pasted on the moving electrode. In actual application, when the car drives on an uneven road surface, the piston cylinder (200) and piston rod (100) of the shock absorber will move relative to each other. When the connecting rod (1) moves relative to the piston cylinder (200) and piston rod (100), it will drive the slider (3) to slide up and down in the vertical direction, so that the slider (3) can drive the moving electrode 1 (31) to move relative to the stator electrode 1 (21), thereby generating pulse signal 1. The pendulum block (4) has a moving electrode 2 (41) on one side, and the housing (2) has a stator electrode 2 (22) with dielectric material on the side opposite to the moving electrode 2 (41). The moving electrode 2 (41) and the stator electrode 2 (22) have different electronegativity. In actual design, dielectric material can also be pasted on the moving electrode. The bottom of the pendulum block (4) is provided with a dielectric layer (42), and the bottom of the shell (2) is provided with an electrode layer (23). The dielectric layer (42) and the electrode layer (23) have different electronegativity. In actual design, the positions of the dielectric layer (42) and the electrode layer (23) can also be interchanged. When the car travels on a road with a slope angle, a certain pitch angle change will occur. During this process, the pendulum block (4) can swing along the horizontal direction of the shell (2) as the pitch angle of the car body changes, thereby driving the second moving electrode (41) to move relative to the second stator electrode (22) to generate pulse signal two, and at the same time driving the dielectric layer (42) to move relative to the electrode layer (23) to generate pulse signal three.

[0030] The data processing unit is used to acquire pulse signal one, pulse signal two, and pulse signal three in real time and continuously. In actual processing, the displacement corresponding to a single pulse signal one, i.e., the pulse equivalent, can be pre-calibrated, and the angle value corresponding to a single pulse signal two can be calibrated. The data processing unit obtains the relative displacement of the piston cylinder (200) and piston rod (100) of the shock absorber at different timestamps by collecting the number of pulse signals one and the timestamps, and the relative displacement of the piston cylinder (200) and piston rod (100) at different timestamps is the elevation displacement time domain data in the vertical direction of the road surface. The road surface unevenness is then perceived in real time by acquiring the elevation displacement time domain data in the vertical direction of the road surface in real time and continuously. The data processing unit also obtains the angle time domain data by collecting the number of pulse signals two and the timestamps, and at the same time, the data processing unit also collects the pulse signal three, and obtains the swing direction of the pendulum block (4) by collecting the pulse signal three. Thus, the slope angle of the road can be perceived in real time by the angle value and swing direction of the pendulum block (4) swinging in the horizontal direction. It is understandable that in this scheme, the conversion process of transforming pulse signal one into vertical displacement of the road surface and combining pulse signal two and pulse signal three into road slope angle is completed using existing hardware and programs. Therefore, this process is not described in detail in this scheme. As can be seen from the above description, in this scheme, by setting a slider (3) that can move vertically along the shell (2) and a pendulum block (4) that can swing horizontally along the shell (2), road parameters such as road surface unevenness and road slope angle can be acquired simultaneously during vehicle driving, realizing the coordinated perception of parameters in two dimensions of the road and improving the efficiency of multi-parameter coordinated perception of the road. Moreover, this method of acquiring multiple road parameters is real-time and continuous. As long as the car is driving, the road parameters can be acquired in real-time and continuously. The data processing unit can also be used to construct a displacement-time curve based on the displacement time domain data of the vertical displacement of the road surface, and then construct a PSD curve by performing frequency domain analysis on the constructed displacement-time curve, and classify the road surface grade based on the constructed PSD curve. When classifying road surface grades, they can be divided into grades A to H based on the road surface grade classification standard ISO 8608. The grade of the road surface is further determined by the power spectral density value in the constructed PSD curve.

[0031] It is understandable that the road slope angle in this scheme is equivalent to the road slope angle by the pitch angle generated when the vehicle is driving. Therefore, in this scheme, the equivalent calculation of the road slope angle can be achieved by setting a single pendulum block (4) that can swing in the horizontal direction. In the actual application process, the obtained pulse signal two and pulse signal three can be respectively passed through a voltage amplifier (model can be AD620) and then through a microcontroller (model can be STM32) for calculation, thereby realizing the road slope angle.

[0032] Stator electrode 1 (21), stator electrode 2 (22), mover electrode 1 (31), stator electrode 2 (41), and electrode layer (23) can all be made of the same metal electrode material, such as copper electrodes. The dielectric material can be a polymer film; in this embodiment, PTFE can be selected. In this scheme, stator electrode 1 (21), stator electrode 2 (22), mover electrode 1 (31), mover electrode 2 (41), and electrode layer (23) can all adopt an interdigitated electrode structure, such as... Figure 5 and Figure 6 As shown. Among them. Figure 6 For selection Figure 5 The diagram shows a structure in which the stator electrodes, as electrode layers (23), are mounted on cover plate two (25). When selecting... Figure 5 When the stator electrodes of the structure shown are used to construct the stator electrodes, both electrodes can generate pulse signals. However, due to a certain phase difference between the two electrodes, the direction of displacement excitation can be determined by judging the phase difference of the electrical signals corresponding to the two electrodes. This direction of displacement excitation allows us to determine whether the road surface is convex upwards or concave downwards. Furthermore, the generation of pulse signals by both electrodes can further improve resolution, thereby increasing the accuracy of the obtained road parameters. In addition, the stator electrodes can also be selected from... Figure 7 and Figure 8 The structure shown, Figure 7 and Figure 8 The stator electrode structure shown demonstrates a design that allows for simultaneous detection of direction and displacement without relying on two electrodes. (This is for...) Figure 7 As shown in the stator electrode, as the slider (3) moves, the contact area between the moving electrode and the stator electrode gradually changes. Therefore, the amplitude of the pulse signal generated by the friction between the two gradually increases or decreases. Thus, in actual use, the direction and the number of pulses can be determined simultaneously by a single pulse signal. Figure 8 The method for determining the stator electrodes in the middle is also the same as Figure 7 The same logic is used to determine the stator electrodes. It is understandable that all three stator electrode structures described above can simultaneously obtain both direction and pulse signal count. In practical applications, the appropriate stator electrode structure can be selected based on actual needs.

[0033] The pendulum block (4) can be a sector-shaped pendulum block (4). Please refer to... Figure 3 The second moving electrode (41) is attached to the fan-shaped surface of the pendulum block (4), the dielectric layer (42) is attached to the arc-shaped surface of the pendulum block (4), and the second stator electrode (22) is attached to the side of the housing (2) facing the second moving electrode (41). The electrode layer (23) is attached to the side of the housing (2) facing the dielectric layer (42). The bottom of the housing (2) is also a semi-circular arc structure, and the circle containing the semi-circular arc structure is concentric with the circle containing the pendulum block (4). The radius of the semi-circular arc structure is slightly larger than the radius of the circle containing the pendulum block (4), so that the pendulum block (4) can swing within the semi-circular arc structure and the second moving electrode (41) can move relative to the second stator electrode (22) during swinging, while the dielectric layer (42) can move relative to the electrode layer (23). In this scheme, the pendulum block (4) may also be provided with a groove, which can be used to reduce the weight of the pendulum block (4) and thus improve the sensitivity of the pendulum block (4) in the actual detection process.

[0034] In this scheme, the dielectric layer (42) and the electrode layer (23) are pulse signals generated based on the mode of a single-electrode triboelectric nanogenerator. The number of electrode layers (23) can be two. The two electrode layers (23) do not contact each other and are symmetrically arranged on the semi-circular surface with the diameter of the semi-circular surface along the vertical direction as the axis of symmetry. The dielectric layer (42) alternately overlaps with the two electrode layers (23) when the pendulum block (4) swings. The swing direction of the pendulum block (4) is determined by whether the dielectric layer (42) overlaps with any one of the electrode layers (23). Specifically: In the vertical state (without angle change), the dielectric layer at the bottom of the pendulum block does not overlap with the two electrode layers on the left and right. That is, at this time, neither electrode generates an electrical signal output. Only when the angle deflection occurs will the pendulum swing and overlap with the electrode layer in the corresponding direction. As the deflection angle increases / decreases, the corresponding overlap area also changes, causing the voltage amplitude to change, thereby realizing the determination of the swing direction of the pendulum block (4).

[0035] A slide rail (5) may be provided inside the housing (2). The slide rail (5) may be installed inside the housing (2) along the vertical direction of the housing (2). The end of the connecting rod (1) away from the piston cylinder (200) may extend into the housing (2) and be arranged parallel to the slide rail (5). The slider (3) may be a U-shaped slider (3). The diameter of the opening end of the U-shaped slider (3) is larger than the width of the slider (3). The opening end of the U-shaped slider (3) is inserted into the connecting rod (1) from the side of the slide rail (5) opposite to the connecting rod (1) and is fixed to the connecting rod (1). By using the connecting rod (1) and setting the slider (3) as a U-shaped structure, the slider (3) can be installed on the slide rail (5), and the slider (3) will also move along the slide rail (5) when the connecting rod (1) moves. By setting the slide rail (5), the movement direction of the slider (3) can be limited, so that the slider (3) can only move along the vertical direction of the shell (2) under the drive of the connecting rod (1), thereby realizing the vertical displacement of the road surface through the generated pulse signal. The shell (2) is also provided with a mounting rod (6), which is fixedly installed in the shell (2) along the front and back direction of the shell (2). The end of the pendulum block (4) near its center is sleeved on the mounting rod (6) and can swing along the horizontal direction of the shell (2) with the mounting rod (6) as the axis of rotation.

[0036] The housing (2) has a cavity, in which cover plate one (24) and cover plate two (25) are installed. Both cover plate one (24) and cover plate two (25) have grooves, and cover plate one (24) and cover plate two (25) are detachably connected. After the cover plate one (24) and cover plate two (25) are assembled, they can form a cavity. Please refer to Figure 2 and Figure 3Two grooves are provided on the side wall of cover plate one (24) facing cover plate two (25), and slide rail (5) can be installed on the side wall facing cover plate two (25). U-shaped slider (3) can be installed in the cavity and its two ends can extend out of the cavity through the two grooves and be fixedly connected to the connecting rod (1). Stator electrode one (21) can be pasted on the side of cover plate two (25) facing cover plate one (24). Cover plate one (24) is also provided with a baffle. The baffle is used to divide the cavity into an upper cavity and a lower cavity after cover plate one (24) and cover plate two (25) are assembled. Slider (3) and slide rail (5) can be installed in the upper cavity, and pendulum block (4) can be installed in the lower cavity. By setting the upper cavity and the lower cavity, slider (3) and pendulum block (4) can be separated so that their movements do not interfere with each other. In this scheme, cover plate one (24), cover plate two (25), slider (3), pendulum block (4), moving electrode one (31), stator electrode one (21), moving electrode two (41), stator electrode two (22), dielectric layer (42), and electrode layer (23) can form the body of the triboelectric sensor, that is, the main components of the triboelectric sensor. In practical applications, cover plate 1 (24), cover plate 2 (25), slider (3), pendulum block (4), moving electrode 1 (31), stator electrode 1 (21), moving electrode 2 (41), stator electrode 2 (22), dielectric layer (42), and electrode layer (23) can be assembled into a triboelectric sensor body and assembled. Then, the assembled triboelectric sensor body is connected to the connecting rod (1), and the triboelectric sensor body is inserted into the cavity from the cavity entrance. Finally, the cavity entrance can be sealed by a plate, so that the entire triboelectric sensor body can be sealed and installed in the cavity of the housing (2). This not only fixes and constrains it but also provides waterproof protection.

[0037] The housing (2) may also be provided with an arc-shaped groove (26), through which the housing (2) can be fitted onto the outer surface of the piston rod (100). By providing the arc-shaped groove (26), the movement of the housing (2) can also be limited, so that the housing (2) can only move along its vertical direction, thereby improving the accuracy of characterizing road surface unevenness by the pulse signal generated by the moving electrode (31) and the stator electrode (21).

[0038] A clamp (11) is provided on the side of the connecting rod (1) away from the slider (3), and the clamp (11) is fixedly installed on the outer surface of the piston cylinder (200). In this scheme, by fixing the connecting rod (1) to the outer surface of the piston cylinder (200), and the housing (2) not contacting the damper, it is possible to drive the slider (3) to move through the connecting rod (1) when the piston rod (100) and the piston cylinder (200) move relative to each other, thereby realizing the characterization of the road surface unevenness by the pulse signal generated by the moving electrode (31) and the stator electrode (21).

[0039] In the solution provided in this application, a triboelectric sensor with a specific structure is installed on the vehicle's shock absorber. When the vehicle is in motion, road unevenness and road slope angle will cause changes in the vehicle's response. By utilizing vehicle-road coupling and leveraging the vehicle's suspension movement and changes in body pitch angle, the system can continuously and in real-time perceive these two road parameters (road unevenness and road slope angle), achieving simultaneous collaborative perception of parameters in two dimensions of the road and improving the efficiency of multi-parameter collaborative perception. Furthermore, the entire road parameter detection device has a high degree of structural integration and small size. In practical applications, it can be miniaturized and integrated according to the vehicle's structural characteristics and spatial layout. By setting multiple road parameter detection devices at different locations on the vehicle, more road information can be collected. A sufficient amount of collected road information can be used to construct a dynamic road information network. Since this data collection method is real-time, it improves the real-time performance and intelligence level of the intelligent transportation system. It also provides a reliable data foundation for autonomous driving technology, allowing the technology to optimize the autonomous driving process based on this data.

[0040] Example 2 This embodiment provides a road parameter detection system based on a triboelectric sensor, building upon Embodiment 1. The system includes a data acquisition module and a data processing module. The data acquisition module uses a triboelectric sensor, as in the road parameter detection device of Embodiment 1, to collect road information during vehicle operation and outputs corresponding pulse signals one, two, and three. The data processing module acquires pulse signals one, two, and three respectively; converts pulse signal one into displacement time-domain data in the vertical direction of the road surface to perceive road unevenness in real time; converts pulse signal two into the angle value of the pendulum block (4) swinging horizontally; and converts pulse signal three into the swing direction of the pendulum block (4). The slope angle of the road is perceived in real time through the angle value and direction of the pendulum block (4). It is understood that the data processing module in this solution can directly use common computer programs and calculation methods in the prior art to convert the acquired pulse signals into corresponding displacement or angle data.

[0041] Example 3 This embodiment provides a vehicle based on Embodiment 1, which includes an autonomous driving mode. After activating the autonomous driving mode, the vehicle adjusts its driving path and speed by collecting road parameter information detected by the road parameter detection device based on a triboelectric sensor, as described in Embodiment 1. It is understood that the road parameter information detected by the triboelectric sensor-based road parameter detection device provided in Embodiment 1 provides intuitive and reliable data support for autonomous driving, enabling the vehicle to rationally adjust its driving path and speed based on road information during autonomous driving, thus making the autonomous driving technology more intelligent.

[0042] The basic principles, main features, and advantages of this invention have been described above. Those skilled in the art should understand that this invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely principles of the invention. Various changes and modifications can be made without departing from the spirit and scope of the invention, and all such changes and modifications fall within the scope of the invention as claimed. The scope of protection claimed by this invention is defined by the appended claims and their equivalents.

Claims

1. A frictional-electricity-based-sensor-based road parameter detecting apparatus characterized by comprising: It includes: The triboelectric sensor includes a connecting rod (1), a shell (2), and a slider (3) and a pendulum block (4) respectively installed in the shell (2); the shell (2) is arranged on the automobile shock absorber near one side of the piston rod (100); one end of the connecting rod (1) is fixed on the piston cylinder (200) of the automobile shock absorber, and the other end is fixedly connected with the slider (3); the slider (3) can slide along the vertical direction of the shell (2), and the opposite two side walls of the shell (2) are respectively provided with a moving electrode one (31) and a stator electrode one (21) with dielectric material, the connecting rod (1) drives the slider (3) to slide through the relative movement between the piston rod (100) and the piston cylinder (200), and then the moving electrode one (31) moves relative to the stator electrode one (21) to generate a pulse signal one; the pendulum block (4) is respectively provided with a moving electrode two (41) and a stator electrode two (22) with dielectric material on the opposite two side walls of the shell (2), and the bottom of the pendulum block (4) and the bottom of the shell (2) are respectively provided with a dielectric layer (42) and an electrode layer (23); the pendulum block (4) can swing along the horizontal direction of the shell (2) when the automobile body produces a pitch angle, and then drive the moving electrode two (41) to move relative to the stator electrode two (22) to generate a pulse signal two, and at the same time drive the dielectric layer (42) to move relative to the electrode layer (23) to generate a pulse signal three; The data processing unit is used for acquiring the pulse signal one, the pulse signal two and the pulse signal three respectively; converting the pulse signal one into displacement time domain data in the vertical direction of the road surface to realize real-time sensing of the road surface roughness; converting the pulse signal two into the angle value of the pendulum block (4) swinging along the horizontal direction, and converting the pulse signal three into the swinging direction of the pendulum block (4) along the horizontal direction, and realizing real-time sensing of the slope angle of the road through the angle value and the swinging direction of the pendulum block (4).

2. The triboelectric sensor-based road parameter detection apparatus of claim 1, wherein, The data processing unit is also used for constructing a displacement-time curve according to the displacement time domain data in the vertical direction of the road surface, and constructing a PSD curve through frequency domain analysis on the constructed displacement-time curve, and dividing the road surface grade of the driving road based on the constructed PSD curve.

3. The triboelectric sensor-based road parameter detection apparatus of claim 1, wherein, The pendulum block (4) is a sector structure pendulum block (4); the moving electrode two (41) is pasted on the sector surface of the pendulum block (4), and the dielectric layer (42) is pasted on the arc length surface of the pendulum block (4); the bottom surface of the shell (2) is also a semicircular arc structure; the circle where the semicircular arc structure is located is concentric with the circle where the pendulum block (4) is located.

4. The triboelectric sensor-based road parameter detection device of claim 3, wherein, The number of the electrode layer (23) is two, and the two electrode layers (23) are symmetrically arranged on the shell (2) with the diameter of the shell (2) along the vertical direction as the axis of symmetry without contacting each other; the dielectric layer (42) alternately overlaps with the two electrode layers (23) when the pendulum block (4) swings; the swinging direction of the pendulum block (4) is judged by whether the dielectric layer (42) overlaps with any one of the electrode layers (23).

5. The triboelectric sensor-based road parameter detection device of claim 1, wherein, The shell (2) is provided with a sliding rail (5) parallel to the connecting rod (1) along the vertical direction of the shell (2), the sliding block (3) is a U-shaped sliding block (3), the open end of the U-shaped sliding block (3) is inserted into the connecting rod (1) from one end of the sliding rail (5) away from the connecting rod (1) and is fixedly connected with the connecting rod (1), thereby achieving the sliding installation of the U-shaped sliding block (3) on the sliding rail (5).

6. The triboelectric sensor-based road parameter detection device of claim 1, wherein, The shell (2) is provided with a mounting rod (6) in the front-rear direction of the shell (2), and the single pendulum block (4) is sleeved on the mounting rod (6) near the center of the single pendulum block (4) and can swing along the horizontal direction of the shell (2) with the mounting rod (6) as the pivot.

7. The triboelectric sensor-based road parameter detection device of claim 1, wherein, The connecting rod (1) is provided with a clamp (11) away from the sliding block (3), and the clamp (11) is fixedly installed on the outer surface of the piston cylinder (200); And / or, the shell (2) is provided with an arc-shaped groove (26) sleeved on the outer surface of the piston rod (100).

8. The triboelectric sensor-based road parameter detection device of claim 1, wherein, The data processing unit converts the pulse signal one into the time-domain displacement data in the vertical direction of the road surface as follows: calibrating the distance of the moving electrode one (31) relative to the fixed electrode one (21) when a single pulse signal is generated; counting the pulse signal one generated in real time during the driving of the automobile while recording the time stamp; and converting the time-domain displacement data in the vertical direction of the road surface during the driving of the automobile through the pulse counting method.

9. A triboelectric sensor-based road parameter detection system, characterized by, It comprises: A data acquisition module acquires road information during the driving of the automobile through the triboelectric sensor in the road parameter detection device according to any one of claims 1-8 and outputs corresponding pulse signal one, pulse signal two and pulse signal three; A data processing module acquires pulse signal one, pulse signal two and pulse signal three respectively, converts pulse signal one into time-domain displacement data in the vertical direction of the road surface to realize real-time sensing of road unevenness, converts pulse signal two into the angle value of the swing of the single pendulum block (4) in the horizontal direction, converts pulse signal three into the swing direction of the single pendulum block (4) in the horizontal direction, and realizes real-time sensing of the slope angle of the road through the angle value and direction of the swing of the single pendulum block (4).

10. A vehicle comprising an autonomous driving mode, characterized in that The vehicle adjusts the driving path and speed of the vehicle by acquiring the road parameter information detected by the road parameter detection device based on the triboelectric sensor according to any one of claims 1-8 after starting the automatic driving mode.

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