Whole vehicle quality determination method and device and vehicle

Abstract

The invention relates to a vehicle quality determination method and device, a vehicle, a computer readable storage medium and a computer program product. The method comprises the following steps: acquiring driving information of a vehicle at a current moment and historical quality of the vehicle at a historical moment; the driving information comprises real-time electric quantity; determining an electric quantity change value between the target electric quantity and the real-time electric quantity of the vehicle; determining reference quality matched with the historical quality and the electric quantity change value at the current moment; and according to the reference mass, the whole vehicle mass of the vehicle at the current moment is determined. By adopting the method, the whole vehicle mass can be dynamically determined based on the electric quantity change value of the vehicle, and the intelligence and reliability of vehicle driving can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle mass determination method and device, computer equipment, computer readable storage medium and computer program product. BACKGROUND

[0002] With the intelligent development of vehicle technology, accurately calculating the vehicle mass is a crucial task. The vehicle mass is related to the accuracy of vehicle torque control, brake control, and vehicle energy management. Therefore, building a high-precision and robust mass real-time estimation model has become an indispensable technical foundation for improving vehicle safety, economy, and driving quality, and is an important part of improving automatic driving functions.

[0003] Currently, the vehicle mass is usually determined by traditional empirical formulas or by simple tire load sensors. The methods for determining the vehicle mass are limited and cannot determine the vehicle mass according to the dynamic changes of the vehicle. SUMMARY

[0004] Therefore, it is necessary to provide a vehicle mass determination method and device that can dynamically determine the vehicle mass based on the vehicle's power change value, which helps to improve the intelligence and reliability of vehicle driving.

[0005] In a first aspect, the present application provides a vehicle mass determination method, comprising:

[0006] obtaining driving information of the vehicle at the current time and historical mass of the vehicle at a historical time; the driving information includes real-time power;

[0007] determining a power change value between a target power of the vehicle and the real-time power;

[0008] determining a reference mass that matches the historical mass and the power change value at the current time;

[0009] determining the vehicle mass at the current time according to the reference mass.

[0010] In one embodiment, the determination of the reference mass that matches the historical mass and the power change value at the current time comprises:

[0011] determining a road condition coefficient of the vehicle at the current time according to the driving information;

[0012] match the historical mass, the road condition coefficient at the current time and the power change value with a mapping relationship between a predetermined preset historical mass, a preset road condition coefficient, a preset power change value and a preset vehicle mass, to obtain a reference mass matched with the historical mass and the power change value at the current time.

[0013] In one of the embodiments, the first time range formed by the historical time and the current time includes at least two sub-time points; and the determining the vehicle mass of the vehicle at the current time according to the reference mass includes:

[0014] determining a vehicle mass of the vehicle at each of the sub-time points;

[0015] determining a first mass average value of the vehicle at the first time range as an average value of the vehicle masses;

[0016] determining the vehicle mass of the vehicle at the current time according to the first mass average value and the reference mass.

[0017] In one of the embodiments, the determining the vehicle mass of the vehicle at the current time according to the first mass average value and the reference mass includes:

[0018] determining a first ratio between the first mass average value and a second mass average value of the vehicle at a second time range; the second time range is formed by the historical time and a neighboring historical time before the historical time;

[0019] determining a second ratio between a mass average value of at least one historical time range adjacent to the second time range and a mass average value of a previous historical time range of the historical time range;

[0020] in a case where the first ratio and the second ratio are both greater than a preset threshold, determining the reference mass as the vehicle mass of the vehicle at the current time, or determining the first mass average value as the vehicle mass of the vehicle at the current time.

[0021] In one of the embodiments, the method further includes:

[0022] in a case where there is a ratio less than or equal to a preset threshold in the first ratio and the second ratio, determining the historical mass as the vehicle mass of the vehicle at the current time.

[0023] In one of the embodiments, the method further includes:

[0024] integrate the first product of the gravity acceleration, the slope coefficient, the vehicle dynamics coefficient and the vehicle speed in a preset time range to obtain an integral result; the preset time range is composed of a first time and a second time, and the second time is later than the first time;

[0025] construct a mapping relationship between the predetermined preset historical mass, the preset road condition coefficient, the preset electric quantity change value and the preset vehicle mass based on a relationship between the integral result, a preset electric quantity change value corresponding to the second time of the test vehicle, a preset road condition coefficient, and a preset historical mass corresponding to the first time of the test vehicle;

[0026] wherein a second product of a ratio between the preset electric quantity change value and the integral result and the preset road condition coefficient is equal to the preset vehicle mass of the test vehicle at the second time.

[0027] In one of the embodiments, the driving information further includes lateral acceleration and longitudinal acceleration; and the determining of the electric quantity change value between the target electric quantity of the vehicle and the real-time electric quantity includes:

[0028] In a case where it is determined that the vehicle satisfies the mass updating condition based on the lateral acceleration not being equal to 0 and the longitudinal acceleration being greater than 0, the electric quantity change value between the target electric quantity of the vehicle and the real-time electric quantity is determined.

[0029] In a second aspect, the application provides a vehicle mass determination device, which includes:

[0030] an acquisition module configured to acquire driving information of a vehicle at a current time and historical mass of the vehicle at a historical time; the driving information includes real-time electric quantity;

[0031] a first determination module configured to determine an electric quantity change value between a target electric quantity of the vehicle and the real-time electric quantity;

[0032] a second determination module configured to determine a reference mass matching the historical mass and the electric quantity change value at the current time;

[0033] an analysis module configured to determine a vehicle mass of the vehicle at the current time according to the reference mass.

[0034] In a third aspect, the application further provides a vehicle including a memory and a processor; the memory stores a computer program; and the processor implements the following steps when executing the computer program:

[0035] acquire driving information of a vehicle at a current time and historical mass of the vehicle at a historical time; the driving information includes real-time electric quantity;

[0036] determining a value of the change in the electric quantity between the target electric quantity of the vehicle and the real-time electric quantity;

[0037] determining a reference mass matching the historical mass and the value of the change in the electric quantity at the current time;

[0038] determining the total mass of the vehicle at the current time according to the reference mass.

[0039] In a fourth aspect, the present application further provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the following steps:

[0040] obtaining driving information of a vehicle at a current time and a historical mass of the vehicle at a historical time; the driving information comprises a real-time electric quantity;

[0041] determining a value of the change in the electric quantity between the target electric quantity of the vehicle and the real-time electric quantity;

[0042] determining a reference mass matching the historical mass and the value of the change in the electric quantity at the current time;

[0043] determining the total mass of the vehicle at the current time according to the reference mass.

[0044] In a fifth aspect, the present application further provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to implement the following steps:

[0045] obtaining driving information of a vehicle at a current time and a historical mass of the vehicle at a historical time; the driving information comprises a real-time electric quantity;

[0046] determining a value of the change in the electric quantity between the target electric quantity of the vehicle and the real-time electric quantity;

[0047] determining a reference mass matching the historical mass and the value of the change in the electric quantity at the current time;

[0048] determining the total mass of the vehicle at the current time according to the reference mass.

[0049] The vehicle mass determination method, device, vehicle, computer readable storage medium and computer program product determine the target electric quantity and the real-time electric quantity of the vehicle, determine the electric quantity change value between the target electric quantity and the real-time electric quantity, determine the reference mass matched with the historical mass and the electric quantity change value at the current time, and then determine the vehicle mass at the current time according to the reference mass. Thus, the application establishes the dynamic correlation between the electric quantity change value and the vehicle mass, combines the historical mass to accurately and online estimate the vehicle mass in real time, can provide accurate dynamic parameter basis for the control strategy related to the mass (such as energy management and brake recovery) during the vehicle driving, and can improve the intelligence and reliability of the vehicle driving. BRIEF DESCRIPTION OF DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the drawings needed to be used in the description of the embodiments of the present application or the related art will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other related drawings can be obtained by those skilled in the art without creative labor.

[0051] Figure 1 A flowchart of a vehicle mass determination method in an embodiment;

[0052] Figure 2 A flowchart of determining the reference mass matched with the historical mass and the electric quantity change value at the current time in an embodiment;

[0053] Figure 3 A flowchart of determining the vehicle mass at the current time according to the reference mass in an embodiment;

[0054] Figure 4 A flowchart of determining the vehicle mass at the current time according to the first mass average and the reference mass in an embodiment;

[0055] Figure 5 A determination diagram of a vehicle mass determination method in an embodiment;

[0056] Figure 6 A flowchart of a vehicle mass determination method in another embodiment;

[0057] Figure 7 A structural block diagram of a vehicle mass determination device in an embodiment;

[0058] Figure 8 An internal structure diagram of a computer device in an embodiment. DETAILED DESCRIPTION

[0059] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not intended to limit the present application.

[0060] It should be noted that the terms "comprising" and "having" and any variations thereof used herein are intended to cover non-exclusive inclusion. The term "a plurality of" used herein refers to two or more. The term "and / or" used herein refers to one of the options or any combination of the options.

[0061] In the prior art, the determination method of the whole vehicle mass is usually based on an empirical formula or an external sensor, and a dynamic correlation model between the vehicle power consumption and the whole vehicle mass cannot be established. In particular, for an electric vehicle, the battery mass accounts for a large proportion and the power changes in real time, and the existing method cannot utilize the power change information to perform real-time and accurate online estimation of the whole vehicle mass, resulting in a lack of precise dynamic parameters for the control strategy related to the mass (such as energy management and brake recovery) during vehicle driving.

[0062] Therefore, the present application establishes a real-time dynamic relationship model between the power change and the whole vehicle mass from the perspective of the power change of the vehicle, and determines the whole vehicle mass with high precision by monitoring the internal state parameter of the power, so that the energy management efficiency, brake recovery accuracy and whole vehicle control performance of the vehicle can be improved.

[0063] Therefore, the present application provides a whole vehicle mass determination method, which can be applied to a controller in a vehicle. The controller is a hardware embedded in the vehicle, which perceives the vehicle state or the driver's intention through a sensor, makes a decision calculation according to the internally preset control algorithm and logic (software program), and then issues an instruction to an actuator, so as to realize the automation and precision control of a certain specific function or system of the vehicle. In an optional embodiment, the controller can refer to an electronic control unit (Electronic Control Unit, ECU).

[0064] Specifically, the controller is configured to acquire driving information of the vehicle at a current time and historical mass of the vehicle at a historical time, the driving information comprising real-time power, determine a power change value between a target power of the vehicle and the real-time power, determine a reference mass matched with the historical mass and the power change value at the current time, and then determine the whole vehicle mass of the vehicle at the current time according to the historical mass and the power change value.

[0065] In one embodiment, as Figure 1As shown, a vehicle mass determination method is provided. The method is applied to a controller in a vehicle, and includes the following steps:

[0066] In S102, driving information of the vehicle at a current time and historical mass of the vehicle at a historical time are obtained. The driving information includes real-time power.

[0067] The current time can refer to a time at the beginning of each preset period when the vehicle updates the mass according to the preset period. For example, the preset period can be 100 milliseconds (ms). The historical time can refer to a historical time adjacent to the current time, or a historical time spaced apart from the current time by at least one time.

[0068] Optionally, an initial mass can be pre-configured according to the vehicle model when the vehicle is manufactured. It is easy to understand that, since the update period of the vehicle mass is short, the initial mass is updated in real time, and the updated vehicle mass can achieve accurate control of the vehicle.

[0069] The driving information refers to a series of parameter data generated by the vehicle during driving, which describes the instantaneous motion state and dynamic environment. For example, the driving information includes but is not limited to any one or more of the following: longitudinal acceleration, lateral acceleration, vehicle speed, and real-time power.

[0070] In S104, a power change value between the target power and the real-time power of the vehicle is determined.

[0071] In one embodiment, the driving information further includes lateral acceleration and longitudinal acceleration. Specifically, the power change value between the target power and the real-time power of the vehicle is determined, including: determining that the vehicle satisfies a mass update condition according to the longitudinal acceleration, including: in a case where the lateral acceleration is not equal to 0 and the longitudinal acceleration is greater than 0, determining that the vehicle satisfies the mass update condition, and determining the power change value between the target power and the real-time power of the vehicle.

[0072] In one embodiment, in a case where the lateral acceleration is not equal to 0 and the longitudinal acceleration is less than 0, or in a case where the lateral acceleration is equal to 0 and the longitudinal acceleration is less than 0, it is determined that the vehicle does not satisfy the mass update condition. Based on this, the vehicle can be in a yaw or braking deceleration state, and the determination of the vehicle mass will be inaccurate, so the vehicle mass is not updated at this time, i.e., the vehicle mass determination method provided by the present application is not executed.

[0073] In one embodiment, the target power of the vehicle is determined in the following manner: the sum of the first power and the second power is determined as the target power of the vehicle.

[0074] Specifically, the manner of determining the first electric quantity is different when the vehicle model is different. For example, for an electric vehicle (EV), the first electric quantity is determined as 0. For an extended-range electric vehicle (EREV), the product of the voltage and the current in the real-time signal of the generator control unit (GCU) of the vehicle is determined; the first integral result of the product in the first time range is determined as the first electric quantity.

[0075] Specifically, the second integral result of the dynamic power corresponding to the historical mass in the first time range is determined; and the sum of the second integral result and the historical electric quantity is determined as the second electric quantity.

[0076] The first time range is composed of the historical moment and the current moment, the dynamic power is the product of the total driving resistance of the vehicle and the vehicle speed, and the unit of the time integral result of the dynamic power in the first time range is kilowatt-hour (kWh).

[0077] S106, determining a reference mass matched with the historical mass and the electric quantity change value at the current moment.

[0078] S108, determining the total vehicle mass of the vehicle at the current moment according to the reference mass.

[0079] By using the method of the above embodiment, the driving information of the vehicle at the current moment and the historical mass of the vehicle at the historical moment are obtained; the driving information includes the real-time electric quantity, and the electric quantity change value between the target electric quantity and the real-time electric quantity of the vehicle is determined; the reference mass matched with the historical mass and the electric quantity change value at the current moment is determined, and then the total vehicle mass of the vehicle at the current moment is determined according to the reference mass. Thus, by establishing the dynamic correlation between the electric quantity change value of the vehicle and the total vehicle mass, and combining the historical mass to accurately and online estimate the total vehicle mass, accurate dynamic parameters can be provided for the control strategies related to the mass (such as energy management and brake recovery) during the driving of the vehicle, and the intelligence and reliability of the vehicle driving can be improved.

[0080] In one embodiment, determining the reference mass matched with the historical mass and the electric quantity change value at the current moment includes: determining, from the mapping relationships corresponding to the plurality of preset vehicle models respectively, the mapping relationship matched with the vehicle model of the vehicle as a target mapping relationship; the mapping relationship represents the relationship among the preset electric quantity change value, the preset historical mass and the preset current mass; and based on the target mapping relationship, determining the preset current mass matched with the historical mass and the electric quantity change value as the reference mass matched with the historical mass and the electric quantity change value. Thus, by introducing the mapping relationship for the total vehicle mass analysis, the analysis efficiency can be improved.

[0081] In one embodiment, as shown in Figure 2 determining the reference mass at the current time point that matches the historical mass and the power change value includes the following steps:

[0082] S202, determining the road condition coefficient of the vehicle at the current time point according to the driving information.

[0083] The road condition coefficient is a dimensionless scalar parameter for quantitatively describing the comprehensive condition of the road on which the vehicle is currently driving. For example, the road condition coefficient includes a first coefficient corresponding to a first road grade, a second coefficient corresponding to a second road grade, a third coefficient corresponding to a third road grade, a fourth coefficient corresponding to a fourth road grade, and a fifth coefficient corresponding to a fifth road grade.

[0084] As the road grade increases, the coefficient corresponding to the road grade gradually decreases, indicating that the road on which the vehicle is driving is bumpier. For example, the first coefficient can be 1, the second coefficient can be 0.95, the third coefficient can be 0.9, the fourth coefficient can be 0.8, and the fifth coefficient can be 0, with the fifth road grade representing a bumpy bad road. The content of the road condition coefficient can also be set in other ways.

[0085] In one embodiment, the driving information further includes the rotational speeds of the at least two wheels. Then, according to the driving information, the road condition coefficient of the vehicle at the current time point is determined by: obtaining navigation information of the vehicle; and determining the road condition coefficient of the vehicle at the current time point according to a wheel speed difference between the navigation information and the rotational speeds of the at least two wheels.

[0086] Specifically, the controller can call a preset model in a traction control system (TCS) to analyze the wheel speed difference between the navigation information and the rotational speeds of the at least two wheels, and obtain the road condition coefficient of the vehicle at the current time point.

[0087] S204, matching the historical mass, the road condition coefficient at the current time point, and the power change value with a preset mapping relationship between a preset historical mass, a preset road condition coefficient, a preset power change value, and a preset vehicle mass, to obtain the reference mass at the current time point that matches the historical mass and the power change value.

[0088] The preset mapping relationship between the preset historical mass, the preset road condition coefficient, the preset power change value, and the preset vehicle mass can be calibrated in advance through a large number of simulations and real vehicle tests under different preset historical masses, preset road condition coefficients, and preset power change values. The mapping relationship is different when the vehicle model is different.

[0089] By introducing the mapping relationship among the predetermined preset historical quality, the preset road condition coefficient, the preset power change value and the preset vehicle mass, the analysis efficiency can be improved when the vehicle mass at the current time is determined based on the mapping relationship.

[0090] The vehicle mass at the current time can be determined according to the reference mass by using the method provided in the following embodiments, wherein:

[0091] In one embodiment, the vehicle mass at the current time is determined according to the reference mass, including: determining the reference mass as the vehicle mass at the current time.

[0092] In one embodiment, the first time range formed by the historical time and the current time includes at least two sub-times, and the vehicle mass at the current time is determined according to the reference mass by using the method as shown in Figure 3 The method includes:

[0093] S302, for each sub-time, determining the vehicle mass corresponding to the sub-time.

[0094] In an optional implementation, the historical mass corresponding to the previous sub-time adjacent to the sub-time, the road condition coefficient corresponding to the sub-time and the power change value corresponding to the sub-time are matched with the mapping relationship among the predetermined preset historical quality, the preset road condition coefficient, the preset power change value and the preset vehicle mass, to obtain the vehicle mass corresponding to the sub-time.

[0095] It is easy to understand that when the interval between adjacent sub-times is short, the power change values corresponding to the adjacent sub-times respectively can be the same.

[0096] S304, determining the average of the vehicle masses as the first mass average corresponding to the first time range.

[0097] S306, determining the vehicle mass at the current time according to the first mass average and the reference mass.

[0098] By introducing the first mass average corresponding to each sub-time between the historical time and the current time, the reference mass can be evaluated by using the mass estimation value in the continuous period, so as to improve the accuracy of determining the vehicle mass at the current time based on the reference mass.

[0099] In one embodiment, the vehicle mass at the current time is determined according to the first mass average and the reference mass by using the method as shown in Figure 4 The method includes:

[0100] S402, determine a first ratio between the first mass average and a second mass average corresponding to a second time range of the vehicle; the second time range is composed of a historical time point and a neighboring historical time point before the historical time point.

[0101] The manner of determining the second mass average corresponding to the second time range of the vehicle can be described by referring to the content of S302-S304.

[0102] S404, for at least one historical time range adjacent to the second time range, determine a second ratio between a mass average corresponding to the historical time range and a mass average corresponding to a previous historical time range of the historical time range.

[0103] For example, when the number of historical time ranges is two, the historical time range adjacent to the second time range can be referred to as a third time range, and the third time range is composed of a neighboring historical time point and a historical time point before the neighboring historical time point. The historical time range adjacent to the third time range can be referred to as a fourth time range, and the fourth time range is composed of a historical time point before the neighboring historical time point and a historical time point before the historical time point before the neighboring historical time point.

[0104] S406, in the case that both the first ratio and the second ratio are greater than a preset threshold, determining the reference mass as the whole vehicle mass of the vehicle at the current time point, or determining the first mass average as the whole vehicle mass of the vehicle at the current time point.

[0105] The preset threshold can be 0.9, or can be set to other values.

[0106] By using the method of the above embodiment, by considering the mass ratio between the consecutive at least two time ranges, when both the first ratio and the second ratio are greater than the preset threshold, it can be indicated that the mass estimation value of the vehicle in the consecutive at least two time ranges has high consistency, and the vehicle can be in the working condition with gentle dynamics change such as uniform cruising, slow acceleration / deceleration, etc. Therefore, by determining the reference mass as the whole vehicle mass of the vehicle at the current time point, or determining the first mass average as the whole vehicle mass of the vehicle at the current time point, the accuracy of the determined whole vehicle mass can be improved.

[0107] In one embodiment, the method further comprises: in the first ratio and the second ratio, when the ratio is less than or equal to a preset threshold, determining the historical mass as the mass of the vehicle at the current time. Thus, in the first ratio, the second ratio and the third ratio, when the ratio is less than or equal to the preset threshold, it may indicate that the vehicle may be in an abnormal situation, the sensor signal is abnormal or the vehicle working condition changes sharply (such as emergency braking, corner driving), etc., and the reference mass determined at the current time may deviate from the true value seriously, at this time, the mass update is suspended, by using the historical value, i.e. determining the historical mass as the mass of the vehicle at the current time, the vehicle control performance decline or safety hazard caused by incorrect mass estimation can be avoided, and the driving safety and reliability are improved.

[0108] In one embodiment, the method further comprises: time-integrating the first product of the gravitational acceleration, the slope coefficient, the vehicle dynamics coefficient and the vehicle speed within a preset time range to obtain an integral result; the preset time range is composed of a first time and a second time, and the second time is later than the first time; based on the relationship between the integral result, the preset power change value corresponding to the test vehicle at the second time, the preset road condition coefficient and the preset historical mass corresponding to the test vehicle at the first time, a predetermined mapping relationship between the preset historical mass, the preset road condition coefficient, the preset power change value and the preset mass of the vehicle is constructed; wherein the second product of the ratio between the preset power change value and the integral result and the preset road condition coefficient is equal to the preset mass of the vehicle at the second time.

[0109] For example, the mapping relationship satisfies:

[0110]

[0111] Wherein t1 represents the first time, t2 represents the second time, m represents the preset mass of the test vehicle at the second time, m0 represents the preset historical mass corresponding to the test vehicle at the first time, and the unit of mass is kilogram (kg). The preset power change value corresponding to the test vehicle at the second time is represented by m1, and the unit is kilowatt hour (kWh). g represents the gravitational acceleration, and the unit is meter per square second (m / s²). i represents the slope coefficient, and d represents the vehicle dynamics coefficient. V represents the vehicle speed, and the unit is meter per second (m / s). R represents the preset road condition coefficient corresponding to the test vehicle at the second time.

[0112] It can be understood that in the driving process of the vehicle, the power change of the vehicle is actually converted into the driving energy acting on the vehicle, and therefore, the predetermined mapping relationship between the preset historical mass, the preset road condition coefficient, the preset power change value and the preset mass of the vehicle can be constructed based on the relationship between the driving energy and the power change. Wherein:

[0113]

[0114]

[0115]

[0116] wherein, represents driving energy, and the unit is kilowatt-hour (kWh). Thus, the mapping relationship can be constructed based on the above satisfied formula.

[0117] In one embodiment, the manner of determining the vehicle dynamics coefficient comprises: determining the product of the preset historical mass corresponding to the test vehicle at the first time, the transmission mechanical efficiency and the standard acceleration; and determining the ratio of the sum of the tire resistance, the air resistance and the acceleration resistance to the product as the vehicle dynamics coefficient.

[0118] Specifically, the tire resistance Dtyre, the air resistance Dair, and the acceleration resistance Da satisfy:

[0119]

[0120]

[0121]

[0122] The vehicle dynamics coefficient d satisfies:

[0123]

[0124] wherein, Dtyre represents the tire resistance, and f represents the rolling resistance coefficient. m0 represents the preset historical mass corresponding to the test vehicle at the first time, and the unit of mass is kilogram (kg). g represents the gravitational acceleration, and the unit is meter per square second (m / s2). Dair represents the air resistance, represents the air density, and the unit is kilogram per cubic meter (kg / m 3 ). CD represents the air resistance coefficient, A represents the wind area, and the unit is square meter (m 2 ), V represents the vehicle speed, and the unit is meter per second (m / s). Da represents the acceleration resistance, represents the longitudinal acceleration, and the unit is meter per square second (m / s 2 ). represents the transmission mechanical efficiency, represents the standard acceleration, and the standard acceleration is a preset value, and the unit is meter per square second (m / s 2 ).

[0125] In combination with the above, in one embodiment, as Figure 5As shown, a determination schematic diagram of a vehicle mass determination method is provided. In the case of determining the target electric quantity of the vehicle, the electric quantity change value corresponding to the current time of the vehicle can be determined based on the target electric quantity of the vehicle and the real-time electric quantity of the vehicle at the current time. According to the driving information, the road condition coefficient of the vehicle at the current time is determined, and according to the vehicle speed, the slope coefficient, the electric quantity change value and other parameters of the vehicle at the current time, the mapping relationship between the preset historical mass, the preset road condition coefficient, the preset electric quantity change value and the preset vehicle mass is matched to obtain the reference mass. Further, according to the reference mass, the vehicle mass at the current time is determined.

[0126] In combination Figure 5 As shown, as Figure 6 As shown, a vehicle mass determination method is provided. Taking the controller in the vehicle as an example, the method comprises the following steps:

[0127] S602, obtaining the driving information of the vehicle at the current time, and the historical mass of the vehicle at the historical time; the driving information includes longitudinal acceleration, transverse acceleration and real-time electric quantity. The first time range formed by the historical time and the current time includes at least two sub-time points.

[0128] S604, in the case that the transverse acceleration is not equal to 0 and the longitudinal acceleration is greater than 0, it is determined that the vehicle satisfies the mass update condition.

[0129] S606, determining the electric quantity change value between the target electric quantity and the real-time electric quantity of the vehicle.

[0130] S608, according to the driving information, determining the road condition coefficient of the vehicle at the current time.

[0131] S610, matching the historical mass, the road condition coefficient at the current time and the electric quantity change value with the mapping relationship between the preset historical mass, the preset road condition coefficient, the preset electric quantity change value and the preset vehicle mass to obtain the reference mass.

[0132] S612, for each sub-time point, based on the mapping relationship, determining the vehicle mass corresponding to the sub-time point of the vehicle.

[0133] S614, determining the mean value of each vehicle mass as the first mass mean value corresponding to the first time range of the vehicle.

[0134] S616, determining the first ratio between the first mass mean value and the second mass mean value corresponding to the second time range of the vehicle; the second time range is composed of the historical time and the adjacent historical time before the historical time.

[0135] S618, determining a second ratio between the quality average corresponding to the historical time range and the quality average corresponding to the previous historical time range of the historical time range adjacent to the second time range.

[0136] S620, in the case that both the first ratio and the second ratio are greater than the preset threshold, determining the reference quality as the whole vehicle mass of the vehicle at the current time, or determining the first quality average as the whole vehicle mass of the vehicle at the current time.

[0137] The specific content of S602-S620 can be referred to the foregoing description.

[0138] It can be known from the foregoing that the prior art estimates the whole vehicle mass by an empirical formula, but the precision is low and it is difficult to meet the real-time and dynamic requirements, and only single front and rear axle or tire sensor data is used for mass estimation, lacking the optimization effect of multi-source data fusion, and the sensor is directly on the moving part, the data reliability is low, and the use is difficult. By using high-precision sensors of the vehicle (such as high-precision acceleration sensors, gyroscopes, current and voltage sensors, etc.), the present application can obtain multi-source data (such as vehicle speed, slope coefficient, road coefficient and power change value, etc.), which helps to ensure data precision and real-time performance. Thus, by using multi-source data, the change of the vehicle running state can be captured in real time, the real-time estimation of the whole vehicle mass can be realized, which helps to meet the dynamic mass estimation demand under complex road conditions, helps to optimize the vehicle running state and increase the precise power generation control, etc., and can improve the adaptability and robustness of the vehicle control system. In addition, by presetting the mapping relationship between the historical mass, the preset road condition coefficient, the preset power change value and the preset whole vehicle mass, a dynamic mass estimation model can be constructed, so as to optimize the mass estimation algorithm, improve the estimation precision, and further improve the reliability and safety of vehicle driving.

[0139] It should be understood that although each step in the flowchart involved in each embodiment as described above is displayed in sequence according to the arrow, these steps are not necessarily executed in sequence according to the arrow. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and these steps can be executed in other orders. Moreover, at least part of the steps in the flowchart involved in each embodiment as described above can include multiple steps or stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution sequence of these steps or stages is not necessarily sequential, but can be executed in rotation or alternation with at least part of other steps or steps or stages in other steps. It can be understood that the steps in different embodiments can be freely combined as needed, and various non-contradictory schemes formed by the combination are within the scope of protection of the present application.

[0140] Based on the same inventive concept, the embodiments of the present application also provide a vehicle mass determination device for implementing the vehicle mass determination method described above. The implementation scheme of the device for solving the problem is similar to the implementation scheme described in the above method, so the specific limitations in one or more vehicle mass determination device embodiments provided below can refer to the limitations of the vehicle mass determination method described above, which will not be repeated here.

[0141] In one exemplary embodiment, as shown in Figure 7 A vehicle mass determination device is provided, comprising: an acquisition module 702, a first determination module 704, a second determination module 706, and an analysis module 708, wherein:

[0142] The acquisition module 702 is configured to acquire driving information of the vehicle at a current time and historical mass of the vehicle at a historical time; the driving information includes real-time power; the first determination module 704 is configured to determine a power change value between a target power of the vehicle and the real-time power; the second determination module 706 is configured to determine a reference mass matched with the historical mass and the power change value at the current time; and the analysis module 708 is configured to determine the vehicle mass of the vehicle at the current time according to the reference mass.

[0143] In one embodiment, the second determination module 706 is further configured to determine a road condition coefficient of the vehicle at the current time according to the driving information; and match the historical mass, the road condition coefficient at the current time, and the power change value with a mapping relationship between a predetermined preset historical mass, a preset road condition coefficient, a preset power change value, and a preset vehicle mass to obtain the reference mass matched with the historical mass and the power change value at the current time.

[0144] In one embodiment, the first time range formed by the historical time and the current time includes at least two sub-times; and the analysis module 708 is further configured to determine a vehicle mass of the vehicle at each sub-time; determine a first mass average of the vehicle corresponding to the first time range as an average of the vehicle masses; and determine the vehicle mass of the vehicle at the current time according to the first mass average and the reference mass.

[0145] In one of the embodiments, the analysis module 708 is further configured to: determine a first ratio between the first mass average and a second mass average corresponding to a second time range of the vehicle; the second time range is composed of the historical time and a neighboring historical time before the historical time; determine a second ratio between a mass average corresponding to a historical time range and a mass average corresponding to a previous historical time range of the historical time range for at least one historical time range adjacent to the second time range; and determine the reference mass as the vehicle mass at the current time or determine the first mass average as the vehicle mass at the current time if both the first ratio and the second ratio are greater than a preset threshold.

[0146] In one of the embodiments, the analysis module 708 is further configured to: determine the reference mass as the vehicle mass at the current time if there is a ratio less than or equal to a preset threshold in the first ratio and the second ratio.

[0147] In one of the embodiments, the analysis module 708 is further configured to: time-integrate a first product between the gravity acceleration, the slope coefficient, the vehicle dynamics coefficient and the vehicle speed in a preset time range to obtain an integral result; the preset time range is composed of a first time and a second time, and the second time is later than the first time; construct a mapping relationship between the preset historical mass, the preset road condition coefficient, the preset power change value and the preset vehicle mass in advance based on a relationship between the integral result, the preset power change value corresponding to the test vehicle at the second time, the preset road condition coefficient and the preset historical mass corresponding to the test vehicle at the first time; and the second product between the ratio between the preset power change value and the integral result and the preset road condition coefficient and the preset historical mass are equal to the preset vehicle mass of the test vehicle at the second time.

[0148] In one of the embodiments, the driving information further includes lateral acceleration and longitudinal acceleration; and the first determination module 704 is further configured to: determine the power change value between the target power of the vehicle and the real-time power based on the lateral acceleration not equal to 0 and the longitudinal acceleration greater than 0.

[0149] The above vehicle mass determination device can be realized by software, hardware and combinations thereof. The above modules can be embedded in or independent of the processor in the computer device in hardware form, or stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations of the above modules.

[0150] In an exemplary embodiment, a computer device is provided, which can be a vehicle, and an internal structure diagram thereof can be as shown in Figure 8 The computer device includes a processor, a memory, an input / output interface (I / O), and a communication interface. The processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for running the operating system and the computer program in the non-volatile storage medium. The database of the computer device is configured to store data in a vehicle mass determination process. The input / output interface of the computer device is configured to exchange information between the processor and external devices. The communication interface of the computer device is configured to communicate with external terminals through a network connection. The computer program is executed by the processor to implement a vehicle mass determination method.

[0151] Those skilled in the art can understand that Figure 8 The structure shown in the above embodiment is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the diagram, or combine certain components, or have a different arrangement of components.

[0152] In an exemplary embodiment, a computer device is provided, which includes a memory and a processor, and the memory stores a computer program. When the processor executes the computer program, the following steps are implemented: obtaining driving information of a vehicle at a current time and historical mass of the vehicle at a historical time; the driving information includes real-time power; determining a power change value between a target power of the vehicle and the real-time power; determining a reference mass matched with the historical mass and the power change value at the current time; and determining a total mass of the vehicle at the current time according to the reference mass.

[0153] In one of the embodiments, when the processor executes the computer program, the following steps are further implemented: determining a road condition coefficient of the vehicle at the current time according to the driving information; and matching the historical mass, the road condition coefficient at the current time, and the power change value with a mapping relationship between a predetermined preset historical mass, a preset road condition coefficient, a preset power change value, and a preset total mass to obtain the reference mass matched with the historical mass and the power change value at the current time.

[0154] In one of the embodiments, the first time range formed by the historical time and the current time comprises at least two sub-time points; when the processor executes the computer program, the following steps are further implemented: for each of the sub-time points, determining the vehicle mass of the vehicle at the corresponding sub-time point; determining the average of the vehicle masses as the first mass average of the vehicle at the first time range; and determining the whole vehicle mass of the vehicle at the current time according to the first mass average and the reference mass.

[0155] In one of the embodiments, when the processor executes the computer program, the following steps are further implemented: determining the first ratio between the first mass average and the second mass average of the vehicle at a second time range; the second time range is formed by the historical time and the adjacent historical time before the historical time; for at least one historical time range adjacent to the second time range, determining the second ratio between the mass average of the historical time range and the mass average of the previous historical time range of the historical time range; and in the case that both the first ratio and the second ratio are greater than a preset threshold, determining the reference mass as the whole vehicle mass of the vehicle at the current time, or determining the first mass average as the whole vehicle mass of the vehicle at the current time.

[0156] In one of the embodiments, when the processor executes the computer program, the following steps are further implemented: in the case that there is a ratio less than or equal to a preset threshold in the first ratio and the second ratio, determining the historical mass as the whole vehicle mass of the vehicle at the current time.

[0157] In one of the embodiments, when the processor executes the computer program, the following steps are further implemented: time-integrating the first product of the gravitational acceleration, the slope coefficient, the vehicle dynamics coefficient and the vehicle speed within a preset time range to obtain an integral result; the preset time range is formed by a first time and a second time, and the second time is later than the first time; based on the relationship between the integral result, the preset power change value of the test vehicle at the second time, the preset road condition coefficient, the preset historical mass of the test vehicle at the first time, a mapping relationship between the preset historical mass, the preset road condition coefficient, the preset power change value and the preset whole vehicle mass is constructed; wherein the second product between the ratio of the preset power change value and the integral result and the preset road condition coefficient is equal to the preset whole vehicle mass of the test vehicle at the second time.

[0158] In one of the embodiments, the driving information number further comprises lateral acceleration and longitudinal acceleration; and the processor, when executing the computer program, further implements the following step: determining the electric quantity change value between the target electric quantity of the vehicle and the real-time electric quantity, in the case that the lateral acceleration is not equal to 0 and the longitudinal acceleration is greater than 0, and it is determined that the vehicle meets the quality updating condition.

[0159] In one of the embodiments, a computer readable storage medium is provided, and the computer readable storage medium stores a computer program. The computer program, when executed by a processor, implements the following steps: obtaining driving information of a vehicle at a current time and historical quality of the vehicle at a historical time; the driving information comprises a real-time electric quantity; determining an electric quantity change value between a target electric quantity of the vehicle and the real-time electric quantity; determining a reference quality matching the historical quality and the electric quantity change value at the current time; and determining the whole vehicle quality of the vehicle at the current time according to the reference quality.

[0160] In one of the embodiments, the computer program, when executed by the processor, further implements the following steps: determining a road condition coefficient of the vehicle at the current time according to the driving information; and matching the historical quality, the road condition coefficient at the current time and the electric quantity change value with a mapping relationship between a preset historical quality, a preset road condition coefficient, a preset electric quantity change value and a preset whole vehicle quality, to obtain the reference quality matching the historical quality and the electric quantity change value at the current time.

[0161] In one of the embodiments, the historical time and the current time constitute a first time range, and the first time range comprises at least two sub-time points; and the computer program, when executed by the processor, further implements the following steps: determining a vehicle quality of the vehicle at each of the sub-time points; determining a first quality average of the vehicle at the first time range according to an average of the vehicle qualities; and determining the whole vehicle quality of the vehicle at the current time according to the first quality average and the reference quality.

[0162] In one of the embodiments, the computer program, when executed by the processor, further implements the following steps: determining a first ratio between the first mass average and a second mass average corresponding to the vehicle in a second time range; the second time range is composed of the historical time and a neighboring historical time before the historical time; for at least one historical time range adjacent to the second time range, determining a second ratio between the mass average corresponding to the historical time range and the mass average corresponding to the previous historical time range of the historical time range; in the case that both the first ratio and the second ratio are greater than a preset threshold, determining the reference mass as the vehicle mass of the vehicle at the current time, or determining the first mass average as the vehicle mass of the vehicle at the current time.

[0163] In one of the embodiments, the computer program, when executed by the processor, further implements the following steps: in the case that there is a ratio less than or equal to a preset threshold in the first ratio and the second ratio, determining the historical mass as the vehicle mass of the vehicle at the current time.

[0164] In one of the embodiments, the computer program, when executed by the processor, further implements the following steps: time-integrating a first product between the gravitational acceleration, the slope coefficient, the vehicle dynamics coefficient and the vehicle speed in a preset time range to obtain an integral result; the preset time range is composed of a first time and a second time, and the second time is later than the first time; based on the relationship between the integral result, a preset power change value corresponding to the test vehicle at the second time, a preset road condition coefficient, and a preset historical mass corresponding to the test vehicle at the first time, a mapping relationship between the preset historical mass, the preset road condition coefficient, the preset power change value and the preset vehicle mass is constructed; wherein a second product between the ratio between the preset power change value and the integral result and the preset road condition coefficient, and the preset historical mass, is equal to the preset vehicle mass of the test vehicle at the second time.

[0165] In one of the embodiments, the driving information further includes lateral acceleration and longitudinal acceleration; the computer program, when executed by the processor, further implements the following steps: in the case that the vehicle satisfies the mass update condition based on the lateral acceleration not equal to 0 and the longitudinal acceleration greater than 0, determining the power change value between the target power of the vehicle and the real-time power.

[0166] In one embodiment, a computer program product is provided, comprising a computer program which, when executed by a processor, implements the following steps: obtaining driving information of a vehicle at a current time, and historical quality of the vehicle at a historical time; the driving information comprising real-time power; determining a power change value between a target power of the vehicle and the real-time power; determining a reference quality matching the historical quality and the power change value at the current time; and determining the total vehicle mass of the vehicle at the current time according to the reference quality.

[0167] In one of the embodiments, the computer program, when executed by the processor, further implements the following steps: determining a road condition coefficient of the vehicle at the current time according to the driving information; and matching the historical quality, the road condition coefficient at the current time, and the power change value with a mapping relationship between a predetermined preset historical quality, a preset road condition coefficient, a preset power change value, and a preset total vehicle mass, to obtain the reference quality matching the historical quality and the power change value at the current time.

[0168] In one of the embodiments, the historical time and the current time constitute a first time range including at least two sub-times; the computer program, when executed by the processor, further implements the following steps: determining a vehicle mass of the vehicle at each of the sub-times; determining a first mass average of the vehicle corresponding to the first time range as an average of the vehicle masses; and determining the total vehicle mass of the vehicle at the current time according to the first mass average and the reference quality.

[0169] In one of the embodiments, the computer program, when executed by the processor, further implements the following steps: determining a first ratio between the first mass average and a second mass average of the vehicle corresponding to a second time range; the second time range being composed of the historical time and an adjacent historical time before the historical time; determining a second ratio between a mass average corresponding to the historical time range and a mass average corresponding to a previous historical time range of the historical time range for at least one historical time range adjacent to the second time range; and determining the reference quality as the total vehicle mass of the vehicle at the current time, or determining the first mass average as the total vehicle mass of the vehicle at the current time, in a case where both the first ratio and the second ratio are greater than a preset threshold.

[0170] In one of the embodiments, the computer program, when executed by the processor, further implements the following steps: in a case where there is a ratio less than or equal to a preset threshold among the first ratio and the second ratio, determining the historical quality as the total vehicle mass of the vehicle at the current time.

[0171] In one of the embodiments, the computer program, when executed by the processor, further implements the following steps: time-integrating the first product of the gravity acceleration, the slope coefficient, the vehicle dynamics coefficient and the vehicle speed in a preset time range to obtain an integral result; the preset time range is composed of a first time and a second time, and the second time is later than the first time; constructing a mapping relationship between the predetermined preset historical mass, the preset road condition coefficient, the preset electric quantity change value and the preset overall vehicle mass based on a relationship between the integral result, a preset electric quantity change value corresponding to the second time of the test vehicle, a preset road condition coefficient, and a preset historical mass corresponding to the first time of the test vehicle; wherein the second product of the ratio between the preset electric quantity change value and the integral result and the preset road condition coefficient is equal to the preset overall vehicle mass of the test vehicle at the second time.

[0172] In one of the embodiments, the driving information further includes lateral acceleration and longitudinal acceleration; the computer program, when executed by the processor, further implements the following steps: determining the electric quantity change value between the target electric quantity of the vehicle and the real-time electric quantity in the case that the vehicle meets the mass updating condition based on the lateral acceleration not being equal to 0 and the longitudinal acceleration being greater than 0.

[0173] It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant regulations.

[0174] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when executed, can include the processes of the above-mentioned embodiment methods. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. The non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. The volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, the RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., without being limited thereto.

[0175] The technical features of the above embodiments can be combined in any manner. To make the description concise, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not exist contradictions, they should be considered as the scope of the present application.

[0176] The above-described embodiments are merely illustrative of several embodiments of the present application, and the description is relatively specific and detailed, but should not be understood as a limitation on the scope of the patent. It should be noted that for those skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the scope of the present application. Therefore, the scope of protection of the present application should be subject to the appended claims.

Claims

1. A method for determining the weight of a vehicle, characterized in that, The method includes: Obtain the vehicle's driving information at the current moment, as well as the vehicle's historical quality at historical moments; the driving information includes real-time battery level. Determine the change in battery level between the target battery level and the real-time battery level of the vehicle; Determine a reference quality that matches the historical quality and the change in charge at the current moment; The vehicle's total mass at the current moment is determined based on the reference mass.

2. The method according to claim 1, characterized in that, Determining the reference quality that matches the historical quality and the power change value at the current moment includes: Based on the driving information, determine the road condition coefficient of the vehicle at the current moment; The historical quality, the road condition coefficient at the current moment, and the battery change value are matched with a predetermined mapping relationship between the historical quality, the road condition coefficient, the battery change value, and the vehicle weight to obtain a reference quality that matches the historical quality and the battery change value at the current moment.

3. The method according to claim 1, characterized in that, The first time range formed by the historical moment and the current moment includes at least two sub-moments; determining the vehicle's overall mass at the current moment based on the reference mass includes: For each of the sub-time points, determine the vehicle mass corresponding to that sub-time point; The average mass of each vehicle is determined as the first average mass of the vehicle within the first time range; The vehicle's total mass at the current moment is determined based on the first average mass and the reference mass.

4. The method according to claim 3, characterized in that, Determining the vehicle's total mass at the current moment based on the first average mass and the reference mass includes: A first ratio is determined between the first average mass and the second average mass of the vehicle corresponding to a second time range; the second time range consists of the historical moment and adjacent historical moments preceding the historical moment. For at least one historical time range adjacent to the second time range, a second ratio is determined between the average quality value corresponding to the historical time range and the average quality value corresponding to the previous historical time range of the historical time range. If both the first ratio and the second ratio are greater than a preset threshold, the reference mass is determined as the vehicle mass at the current time, or the first average mass is determined as the vehicle mass at the current time.

5. The method according to claim 4, characterized in that, The method further includes: If either the first ratio or the second ratio is less than or equal to a preset threshold, the historical mass is determined as the vehicle mass at the current moment.

6. The method according to any one of claims 2 to 5, characterized in that, The method further includes: The first product of gravitational acceleration, gradient coefficient, vehicle dynamics coefficient, and vehicle speed within a preset time range is integrated over time to obtain the integration result; the preset time range consists of a first moment and a second moment, where the second moment is later than the first moment. Based on the integral results, the relationship between the preset battery change value and preset road condition coefficient of the test vehicle at the second time moment and the preset historical quality of the test vehicle at the first time moment, a predetermined mapping relationship between the preset historical quality, preset road condition coefficient, preset battery change value and preset vehicle quality is constructed. The second product of the ratio between the preset power change value and the integral result and the preset road condition coefficient, and the preset historical mass, is equal to the preset vehicle mass of the test vehicle at the second moment.

7. The method according to any one of claims 1 to 5, characterized in that, The driving information number also includes lateral acceleration and longitudinal acceleration; determining the change in battery level between the target battery level and the real-time battery level includes: If the vehicle meets the quality update conditions based on the fact that the lateral acceleration is not equal to 0 and the longitudinal acceleration is greater than 0, then the change in battery level between the target battery level and the real-time battery level is determined.

8. A vehicle weight determination device, characterized in that, The device includes: The acquisition module is used to acquire the vehicle's driving information at the current moment, as well as the vehicle's historical quality at historical moments; the driving information includes real-time battery level. The first determining module is used to determine the change in battery level between the target battery level of the vehicle and the real-time battery level. The second determining module is used to determine a reference quality that matches the historical quality and the power change value at the current moment; An analysis module is used to determine the overall vehicle mass of the vehicle at the current moment based on the reference mass.

9. A vehicle comprising a memory and a processor, said memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

11. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

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