Vehicle data processing method, controller and vehicle

Abstract

The application provides a vehicle data processing method, a controller and a vehicle, and relates to the field of data processing. The method comprises the following steps: acquiring vehicle information of a vehicle and a current measured angle between a vehicle body and a control arm of a suspension of the vehicle; determining a target angle deviation based on the current measured angle, wherein the target angle deviation represents an angle deviation between the current measured angle and a theoretical angle corresponding to the current measured angle; correcting the current measured angle based on the target angle deviation to obtain a target theoretical angle; and determining a target height of the vehicle body based on the target theoretical angle and the vehicle information, wherein the target height is used for controlling the suspension of the vehicle. According to the above scheme, the accuracy of the detection of the height of the vehicle body can be improved.

Description

Technical Field

[0001] This application relates to the field of data processing, and more particularly to a vehicle data processing method, controller, and vehicle in the field of data processing. Background Technology

[0002] The vehicle height can be detected by an angle sensor in the vehicle. However, if the angle of the angle sensor is deviated, the vehicle height detected by the angle sensor will also be deviated, thus affecting the control of the vehicle by using the vehicle height.

[0003] Therefore, improving the accuracy of vehicle height detection is an urgent problem that needs to be solved. Summary of the Invention

[0004] This application provides a vehicle data processing method, a controller, and a vehicle, which can improve the accuracy of vehicle height detection.

[0005] In a first aspect, this application provides a vehicle data processing method, the method comprising: Obtain vehicle information and the current measured angle between the vehicle body and the control arms of the suspension; Based on the current measurement angle, determine the target angle deviation, where the target angle deviation represents the angle deviation between the current measurement angle and the theoretical angle corresponding to the current measurement angle; The current measured angle is corrected based on the target angle deviation to obtain the theoretical target angle; Based on the target theoretical perspective and vehicle information, the target height of the vehicle body is determined, whereby the target height is used to control the vehicle suspension.

[0006] In this embodiment of the application, after obtaining the vehicle information and the current measurement angle between the vehicle body and the control arm of the suspension, the angle deviation corresponding to the current measurement angle can be determined first through the current measurement angle between the vehicle body and the control arm of the suspension. The current measurement angle can then be corrected through the angle deviation to obtain the corrected angle (i.e., the target theoretical angle) to obtain a more accurate angle. Thus, when determining the height of the vehicle body through the more accurate target theoretical angle, a more accurate vehicle body height can also be obtained, improving the accuracy of vehicle body height detection.

[0007] The measured angle is obtained through angle sensors installed on the vehicle body and suspension. The suspension control arm represents the lower control arm of the suspension. The vehicle height represents the height between the wheel center and the wheel arch.

[0008] In conjunction with the first aspect, in some implementations of the first aspect, the above-mentioned determination of the target height of the vehicle body based on the target theory perspective and vehicle information includes: Based on the vehicle model information in the vehicle information, a first preset relationship is determined, wherein the first preset relationship is used to represent the correspondence between the theoretical angle and the height of the vehicle body; From the perspective of target theory, the target height is determined in the first preset relationship.

[0009] In this embodiment of the application, the first preset relationship is determined by the vehicle model information, which makes the model information and the first preset relationship correspond one-to-one, ensuring that the first preset relationship and the vehicle are matched. Thus, the vehicle height determined by the first preset relationship from the target theoretical angle is also matched with the vehicle, further improving the accuracy of vehicle height detection.

[0010] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the above-mentioned correction of the current measured angle based on the target angle deviation to obtain the target theoretical angle includes: Determine the sum of the target angle deviation and the current measured angle; The sum of the angles is determined as the target theoretical angle.

[0011] In this embodiment of the application, by correcting the target angle deviation from the current measured angle, a more accurate angle can be obtained. Thus, when determining the height of the vehicle body using a more accurate target theoretical angle, a more accurate vehicle body height can also be obtained, thereby improving the accuracy of vehicle body height detection.

[0012] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes: When the vehicle's target function is detected to be activated, the vehicle's first measurement angle and the actual measurement height of the vehicle body are obtained. The target function refers to the function used to identify the angle deviation between the measurement angle and the theoretical angle corresponding to the measurement angle. The measurement time of the first measurement angle and the actual measurement height is earlier than the measurement time of the current measurement angle. Based on the actual measured height, determine the first theoretical angle corresponding to the actual measured height; Based on the first measured angle and the first theoretical angle, a second preset relationship is constructed, wherein the second preset relationship is used to represent the correspondence between the measured angle and the angle deviation between the measured angle and the theoretical angle corresponding to the measured angle; The above determination of the target angle deviation based on the current measurement angle includes: Based on the current measurement angle, the target angle deviation is determined in the second preset relationship.

[0013] In this embodiment, by using the measured angle between the vehicle body and the control arm of the suspension, and the height of the vehicle body, a correspondence (i.e., a second preset relationship) is constructed between the measured angle and the angle deviation between the measured angle and the corresponding theoretical angle. This avoids the inherent errors of the theoretical model and improves the accuracy of the second preset relationship. Based on the increased accuracy of the second preset relationship, the target angle deviation determined by the current measured angle within the second preset relationship can also be more accurate, further improving the accuracy of vehicle height detection.

[0014] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the second preset relationship is constructed based on the first measurement angle and the first theoretical angle, including: Determine the angle difference between the first theoretical angle and the first measured angle; Establish the correspondence between the first measurement angle and the angle difference to obtain the second preset relationship.

[0015] In this embodiment, the second preset relationship constructed using the measured angle between the vehicle body and the control arm of the suspension, as well as the vehicle height, can be more accurate. Based on this more accurate second preset relationship, the target angle deviation determined within the second preset relationship using the current measured angle can also be more accurate, further improving the accuracy of vehicle height detection.

[0016] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes: When the vehicle is detected to be stationary and the target controller is in maintenance mode, fault detection is performed on the target device of the vehicle to obtain the fault detection results. If the fault detection result indicates that the target device is fault-free, perform the steps of acquiring the first measurement angle of the vehicle and the actual measurement height of the vehicle body; The target controller is used to control the vehicle suspension, and the target device is used to measure the angle between the vehicle body and the control arms of the suspension.

[0017] In this embodiment, the measured data for constructing the second preset relationship is constructed only when the vehicle is detected to be stationary and the target controller is in maintenance mode. This avoids the problem that the accuracy of the measured data is affected when the vehicle is not stationary, and that the second preset relationship cannot be constructed normally when the target controller is not in maintenance mode, thus preventing the second preset relationship from being constructed. Furthermore, the accuracy of the second preset relationship is improved while the second preset relationship is successfully constructed.

[0018] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes: If the actual measured height is within the preset height range, the step of determining the first theoretical angle corresponding to the actual measured height is performed, where the preset height range represents the extreme range of the vehicle body height.

[0019] In this embodiment, if the actual measured height is within a preset height range, it indicates that the actual measured height is relatively accurate and reasonable. Therefore, the step of determining the first theoretical angle corresponding to the actual measured height can be performed normally, ensuring the accuracy of the measured data. Based on the relatively accurate measured data, the accuracy of the second preset relationship is further improved.

[0020] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes: Obtain the road surface smoothness of the road where the vehicle is located; Determine the initial height of the vehicle suspension based on the road surface smoothness; The vehicle suspension is controlled based on the difference between the initial height and the target height.

[0021] In this embodiment of the application, the road surface smoothness of the road where the vehicle is located is taken into account when controlling the vehicle suspension, which makes the control of the vehicle suspension more in line with the road surface conditions and improves the accuracy of the vehicle suspension control.

[0022] Secondly, this application provides a vehicle data processing device, the device comprising: Acquisition device for acquiring vehicle information and the current measured angle between the vehicle body and the control arms of the suspension; The processing device is used to determine the target angle deviation based on the current measurement angle, wherein the target angle deviation represents the angle deviation between the current measurement angle and the theoretical angle corresponding to the current measurement angle; to correct the current measurement angle based on the target angle deviation to obtain the target theoretical angle; and to determine the target height of the vehicle body based on the target theoretical angle and vehicle information, wherein the target height is used to control the vehicle suspension.

[0023] Thirdly, this application provides a controller, including a storage module and a processing module. The storage module is used to store executable program code, and the processing module is used to call and run the executable program code from the storage module, causing the controller to execute the methods in the first aspect or any possible implementation of the first aspect.

[0024] Fourthly, this application provides a vehicle including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0025] Fifthly, this application provides a computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform the method described in the first aspect or any possible implementation thereof.

[0026] Sixthly, this application provides a computer-readable storage medium storing computer program code that, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the position of the angle sensor provided in an embodiment of this application; Figure 2 This is a schematic diagram of the vehicle body height provided in the embodiments of this application; Figure 3 This is a flowchart illustrating a vehicle data processing method provided in an embodiment of this application; Figure 4 This is a schematic diagram illustrating the correspondence provided in the embodiments of this application; Figure 5 This is a schematic diagram of the vehicle data processing method provided in the embodiments of this application; Figure 6 This is another structural schematic diagram of the vehicle data processing method provided in the embodiments of this application; Figure 7 This is another structural schematic diagram of the vehicle data processing method provided in the embodiments of this application; Figure 8 This is another flowchart illustrating a vehicle data processing method provided in an embodiment of this application; Figure 9 This is a schematic diagram of the structure of the vehicle data processing device provided in the embodiments of this application; Figure 10 This is a schematic diagram of the controller provided in an embodiment of this application; Figure 11 This is a schematic diagram of the vehicle structure provided in the embodiments of this application. Detailed Implementation

[0028] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0029] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0030] Figure 1 This is a schematic diagram of the position of the angle sensor provided in an embodiment of this application.

[0031] For example, such as Figure 1 As shown, Figure 1 This includes an angle sensor 101 installed between the vehicle body and the control arm of the vehicle suspension (i.e., the lower control arm of the vehicle suspension). Through... Figure 1 It can be seen that one end of the angle sensor 101 (i.e., the moving end of the angle sensor 101) is mechanically connected to the lower control arm of the vehicle suspension, and the other end of the angle sensor 101 (i.e., the fixed end of the angle sensor 101) is mechanically connected to the vehicle body. The angle between the moving end and the fixed end of the angle sensor 101 can be used as the angle between the vehicle body and the lower control arm of the vehicle suspension (also called the "relative angle"). That is, the angle sensor 101 can be used to measure the relative angle between the vehicle body and the lower control arm of the vehicle suspension to indirectly detect the vertical distance between the wheel center and the wheel arch. "Wheel" refers to any wheel in the vehicle. "Vehicle body" can refer to the rigid sheet metal structure or frame of the vehicle body, such as the vehicle frame longitudinal beams, the sheet metal for mounting the shock absorbers next to the suspension towers, or the sheet metal inside the wheel arches under the chassis. "Vehicle suspension" can refer to any of the following: air suspension, active suspension, semi-active suspension, passive suspension, spring suspension, hydraulic suspension, etc. It should be understood that the angle sensor 101 can also be called a vehicle height sensor. The angle between the moving end and the fixed end of the angle sensor 101 can be simply referred to as the "angle of the angle sensor 101". The height (i.e., vertical distance) between the wheel center and the wheel arch can be simply referred to as the "vehicle height".

[0032] For example, when the vehicle suspension returns to its original extension position, it causes the lower control arm of the suspension to swing downwards. Since the lower control arm is mechanically connected to the moving end of the angle sensor 101, the downward swing of the lower control arm causes the moving end of the angle sensor 101 to swing as well. The angle sensor 101 gradually opens, and its angle gradually increases, thus increasing the angle between the vehicle body and the lower control arm of the suspension. Furthermore, since the downward swing of the lower control arm shortens the suspension's return travel margin and increases the vehicle height, it can be concluded that the vehicle height increases as the angle of the angle sensor 101 increases. Furthermore, when the vehicle suspension compresses, it causes the lower control arm of the suspension to swing upwards. Since the lower control arm is mechanically connected to the moving end of the angle sensor 101, the upward swing of the lower control arm causes the moving end of the angle sensor 101 to swing as well. The angle sensor 101 gradually closes, and its angle gradually decreases, thus reducing the angle between the vehicle body and the lower control arm of the suspension. Moreover, because the upward swing of the lower control arm shortens the suspension's compression travel margin and reduces the vehicle height, it can be concluded that the vehicle height decreases as the angle of the angle sensor 101 decreases. Therefore, the angle of the angle sensor 101 can indirectly reflect the vehicle height; that is, the larger the angle of the angle sensor 101, the higher the corresponding vehicle height, and the smaller the angle of the angle sensor 101, the lower the corresponding vehicle height.

[0033] like Figure 2 As shown, Figure 2 The system includes the vehicle's wheel 102 and wheel arch trim 104. The center of the wheel 102 can be referred to as the wheel center 103 of the wheel 102, and the inner side of the wheel arch trim 104 can be referred to as the wheel arch 105 of the wheel 102. The vertical distance D between the wheel center 103 and the wheel arch 105 can be used as the vehicle's body height.

[0034] For example, when detecting the height between the wheel center and wheel arch using an angle sensor, the angle sensor must first detect the angle between the vehicle body and the lower control arm of the suspension, and then the vehicle height is determined using this angle. However, due to potential installation deviations in the angle sensor, the measured angle between the vehicle body and the lower control arm will also be inaccurate. This means that if the vehicle height is detected using this inaccurate angle, an inaccurate vehicle height will be detected. Using this inaccurate vehicle height to control the suspension will affect the accuracy of the suspension control. Furthermore, it could even adversely affect vehicle safety.

[0035] It should be noted that the installation deviation of the angle sensor refers to the deviation between the actual installation position of the angle sensor during installation and the designed installation position in the digital model design (which can be called the "ideal position"). Furthermore, the installation deviation of the angle sensor may be due to inaccurate positioning of the mounting holes and / or installation deviations caused by the angle sensor's own structure. Angle sensors will inevitably have some degree of installation deviation during installation; achieving zero installation deviation is difficult in practice.

[0036] The following is combined Figures 3 to 11 The vehicle data processing method provided in the embodiments of this application will be described in detail.

[0037] Figure 3 This is a flowchart illustrating a vehicle data processing method provided in an embodiment of this application. The method can be executed by the vehicle itself, or by a controller within the vehicle that requires control of the vehicle's height, such as a vehicle suspension controller, domain controller, or air spring controller.

[0038] For example, such as Figure 3 As shown, the method 300 includes the following implementation process: S310 acquires vehicle information and the current measured angle between the vehicle body and the control arms of the suspension.

[0039] For example, when the vehicle is detected to be powered on, in order to better control the vehicle by measuring the height between the wheel center and the wheel arch (i.e., the vehicle height mentioned above), the height between the wheel center and the wheel arch can be measured in real time. When measuring the height between the wheel center and the wheel arch in real time, the vehicle information and the current angle between the vehicle body and the lower control arm of the vehicle suspension (which can be referred to as the "current measurement angle") can be obtained first.

[0040] Vehicle information is used to identify the vehicle. For example, vehicle information may include at least one of the following: vehicle model information, production date, production address, and vehicle identification number. Vehicle information (also referred to as "basic vehicle information") can be stored in the vehicle's storage unit or in a cloud server that communicates with the vehicle for easy retrieval. Furthermore, the angle between the vehicle body and the lower control arm of the vehicle suspension can be measured in real time using an angle sensor. The suspension control arm represents the lower control arm of the vehicle suspension. Vehicle height represents the height between the wheel center and the wheel arch.

[0041] S320, based on the current measurement angle, determines the target angle deviation.

[0042] The target angle deviation represents the angle difference between the current measured angle and its corresponding theoretical angle. There is a correspondence between the current measured angle and its corresponding theoretical angle, and also a correspondence between the angle deviations between them. That is, different current measured angles may correspond to different or the same theoretical angles, and the angle deviations corresponding to different current measured angles may also be different or the same. For example, if the current measured angle is A, and the corresponding theoretical angle may be B, then the target angle deviation is the difference between the current measured angle A and the theoretical angle B; similarly, if the current measured angle is C, and the corresponding theoretical angle may be D, then the target angle deviation is the difference between the current measured angle C and the theoretical angle D; and similarly, if the current measured angle is E, and the corresponding theoretical angle may be D, then the target angle deviation is the difference between the current measured angle E and the theoretical angle D.

[0043] For example, if the vehicle height is determined directly by the current measured angle between the vehicle body and the lower control arm of the suspension, there may be a deviation in the current measured angle. Detecting the vehicle height using an angle with a deviation will result in a detected vehicle height that is inaccurate, reducing the accuracy of vehicle height detection. Therefore, to improve the accuracy of vehicle height detection, instead of directly determining the vehicle height by the current measured angle between the vehicle body and the lower control arm of the suspension, the target angle deviation corresponding to the current measured angle is first determined. The accurate angle between the vehicle body and the lower control arm of the suspension is obtained by combining the current measured angle with the target angle deviation. The vehicle height is then detected using this accurate angle, resulting in a more accurate vehicle height and improving the accuracy of vehicle height detection.

[0044] For example, if the current measurement angle is A, then the target angle deviation corresponding to the current measurement angle A is the difference between the current measurement angle A and the theoretical angle B.

[0045] S330 corrects the current measured angle based on the target angle deviation to obtain the target theoretical angle.

[0046] For example, the theoretical angle corresponding to the current measured angle (which can be called the "target theoretical angle") is determined by the current measured angle between the vehicle body and the lower control arm of the vehicle suspension and the target angle deviation corresponding to the current measured angle.

[0047] For example, the current measured angle between the vehicle body and the lower control arm of the vehicle suspension is corrected by the target angle deviation corresponding to the current measured angle, so as to obtain the corrected theoretical angle, and the corrected theoretical angle is determined as the target theoretical angle, that is, the corrected theoretical angle is equal to the target theoretical angle.

[0048] In one implementation, the above-mentioned correction of the current measured angle based on the target angle deviation to obtain the target theoretical angle includes: determining the angle sum between the target angle deviation and the current measured angle; and determining the angle sum as the target theoretical angle.

[0049] For example, the sum of the current measured angle between the vehicle body and the lower control arm of the vehicle suspension, and the target angle deviation corresponding to the current measured angle, is calculated and determined as the target theoretical angle. That is, the target theoretical angle = current measured angle + target angle deviation corresponding to the current measured angle.

[0050] In this embodiment of the application, by correcting the target angle deviation from the current measured angle, a more accurate angle can be obtained. Thus, when determining the height of the vehicle body using a more accurate target theoretical angle, a more accurate vehicle body height can also be obtained, thereby improving the accuracy of vehicle body height detection.

[0051] S340 determines the target height of the vehicle body based on the target theoretical angle and vehicle information.

[0052] The target height is used to control the vehicle's suspension.

[0053] For example, upon obtaining the target theoretical angle, the actual height of the vehicle body (which can be called the "target height") can be determined by combining the target theoretical angle with vehicle information. This target height is the actual height between the wheel center and the wheel arch, allowing for subsequent control of the vehicle suspension based on the target height. It should be understood that determining the target height requires the combined participation of the target theoretical angle and vehicle information to obtain a relatively accurate target height.

[0054] In addition, vehicle devices that require target height control can also be controlled by using the target height of the vehicle body. Vehicle devices may include at least one of the following: vehicle suspension, tire pressure monitoring system, vehicle controller, adjustable damping shock absorber, etc.

[0055] For example, the target height between the wheel center and wheel arch is determined using this target theoretical angle and vehicle model information. It should be understood that different vehicle model information may result in the target height between the wheel center and wheel arch being the same or different.

[0056] In such Figure 3In the method 300 shown, after obtaining the vehicle information and the current measured angle between the vehicle body and the control arm of the suspension, the angle deviation corresponding to the current measured angle can be determined first through the current measured angle between the vehicle body and the control arm of the suspension. The current measured angle is then corrected through the angle deviation to obtain the corrected angle (i.e., the target theoretical angle) to obtain a more accurate angle. Thus, when determining the height of the vehicle body through the more accurate target theoretical angle, a more accurate vehicle body height can also be obtained, improving the accuracy of vehicle body height detection.

[0057] In one implementation, determining the target height of the vehicle body based on the target theory perspective and vehicle information includes: determining a first preset relationship based on the vehicle model information in the vehicle information; and determining the target height in the first preset relationship based on the target theory perspective.

[0058] For example, the vehicle model information is used to determine the first preset relationship corresponding to the model information. Then, the target height is determined by using the first preset relationship corresponding to the model information and the target theoretical angle. Specifically, the height corresponding to the target theoretical angle is queried in the first preset relationship using the target theoretical angle, and the queried height is determined as the target height.

[0059] The vehicle model information and its corresponding first preset relationship are related; different vehicle model information may have the same or different first preset relationships. The first preset relationship corresponding to the vehicle model information can be stored together with the vehicle information in the vehicle's storage unit, or stored in a cloud server communicating with the vehicle for easy retrieval. Furthermore, the first preset relationship corresponding to the vehicle model information can be obtained through real vehicle testing or dynamic simulation; this application embodiment does not limit this. Dynamic simulation can be performed using 3D software, which can be any of the following: Computer-Aided Three-dimensional Interactive Application (CATIA), Digital Manufacturing Automated (DELMIA), Computer-Aided Design (AutoCAD), or 3D Mechanical Design (Inventor).

[0060] The first preset relationship represents the correspondence between theoretical angles and vehicle body height, that is, the correspondence between theoretical angles and the height between the wheel center and wheel arch. Different theoretical angles generally correspond to different heights between the wheel center and wheel arch, but they may also be the same, depending on the actual situation of the vehicle. This application embodiment does not limit this. Figure 4As shown, the horizontal axis is used as the theoretical angle between the vehicle body and the lower control arm of the vehicle suspension, and the vertical axis is used as the height between the wheel center and the wheel arch. A linear relationship A is constructed between the theoretical angle and the height between the wheel center and the wheel arch, and this linear relationship A is determined as the first preset relationship.

[0061] For example, if the first preset relationship corresponding to vehicle model information I is linear relationship A, and the target theoretical angle is determined to be theoretical angle a, then the vehicle height b corresponding to theoretical angle a can be determined in linear relationship A through theoretical angle a, and the vehicle height b can be determined as the target height.

[0062] For example, if the current measurement angle is A, and A is less than the theoretical angle a, then determining the vehicle height using the current measurement angle A in the linear relationship A will result in a vehicle height c that is less than the vehicle height b. This leads to a deviation in the vehicle height, specifically the height difference between vehicle height b and vehicle height c. The lookup table relationship between the current measurement angle A and vehicle height c can be as follows: Figure 5 As shown.

[0063] It should be understood that the theoretical relationship between the height of the wheel and the height between the wheel center and the wheel arch can be linear or non-linear. And, Figure 4 This is merely a graphical description of the first preset relationship. The first preset relationship can also be described by at least one of the following: tables, text, etc. The ways in which the first preset relationship can be described are diverse, and this application embodiment does not limit them.

[0064] In this embodiment of the application, the first preset relationship is determined by the vehicle model information, which makes the model information and the first preset relationship correspond one-to-one, ensuring that the first preset relationship and the vehicle are matched. Thus, the vehicle height determined by the first preset relationship from the target theoretical angle is also matched with the vehicle, further improving the accuracy of vehicle height detection.

[0065] It should be noted that S310~S340 above is a simplified description of the vehicle data processing method provided in the embodiments of this application. The following is a more detailed explanation of... Figure 3 The specific implementation methods shown in the embodiments are described in detail below: When executing S320, if the target function of the vehicle is detected to be activated, the first measurement angle of the vehicle and the actual measurement height of the vehicle body are obtained; based on the actual measurement height, the first theoretical angle corresponding to the actual measurement height is determined; based on the first measurement angle and the first theoretical angle, a second preset relationship is constructed; the above-mentioned determination of the target angle deviation based on the current measurement angle includes: determining the target angle deviation in the second preset relationship based on the current measurement angle.

[0066] The target function refers to the function used to identify the angular deviation between the measured angle and the corresponding theoretical angle, which can be called the "angle deviation identification function". Furthermore, the measurement time of the first measured angle and the actual measured height is earlier than the measurement time of the current measured angle; that is, the measurement of the first measured angle and the actual measured height has already been completed when the current measured angle is measured. The first measured angle can be measured by an angle sensor. The actual measured height can be measured by a distance sensor installed around the vehicle wheels, or it can be measured manually by the user. The user can manually measure the actual measured height by measuring the height between the wheel center and the wheel arch using a tape measure or a laser scanner. It should be understood that the actual measured height still represents the true height between the wheel center and the wheel arch of the vehicle.

[0067] The second preset relationship is used to represent the correspondence between the measured angle and the angle deviation between the measured angle and the theoretical angle corresponding to the measured angle.

[0068] For example, when executing S310, a second preset relationship needs to be constructed first. Specifically, when the target function of the vehicle is detected to be activated, a first measurement angle and an actual measurement height can be obtained, and a second preset relationship can be determined using the first measurement angle and the actual measurement height. Then, using the current measurement angle, the target angle deviation corresponding to the current measurement angle is queried in the second preset relationship. It should be understood that the second preset relationship can be a linear relationship or a non-linear relationship. Furthermore, the second preset relationship can be described by at least one of the following: graphs, tables, text, etc. The description method of the second preset relationship can be diverse, and this application embodiment does not limit it.

[0069] For example, by measuring the actual height, a theoretical angle (which can be called the "first theoretical angle") corresponding to the actual measured height is determined. Using the actual measured height, the theoretical angle corresponding to the actual measured height is queried from a first preset relationship, and the queried theoretical angle is determined as the first theoretical angle. For example... Figure 4 As shown, when the actual measured height is vehicle height b, the theoretical angle a corresponding to vehicle height b can be determined through linear relationship A. This theoretical angle a is then set as the first theoretical angle corresponding to the actual measured height. This can be understood as the vehicle height and the theoretical angle being mutually referential.

[0070] In this embodiment, by using the measured angle between the vehicle body and the control arm of the suspension, and the vehicle height, a correspondence (i.e., a second preset relationship) is constructed between the measured angle and the angle deviation between the measured angle and the corresponding theoretical angle. This avoids the inherent errors of the theoretical model and improves the accuracy of the second preset relationship. Based on the increased accuracy of the second preset relationship, the target angle deviation determined by the current measured angle within the second preset relationship can also be more accurate, further improving the accuracy of vehicle height detection. Furthermore, by constructing the second preset relationship, the problem of creating measurement angles and vehicle heights for each vehicle, which would otherwise result in a large measurement workload and high measurement difficulty, is avoided, ensuring the feasibility of determining vehicle height through measured angles.

[0071] In one implementation, the above-mentioned construction of a second preset relationship based on a first measured angle and a first theoretical angle includes: determining the angle difference between the first theoretical angle and the first measured angle; constructing a correspondence between the first measured angle and the angle difference to obtain the second preset relationship.

[0072] For example, first, the angle difference between the first theoretical angle and the first measured angle is determined, and then a second preset relationship is constructed using this angle difference and the first measured angle. Specifically, when the angle difference between the first theoretical angle and the first measured angle is obtained, a correspondence between the first measured angle and the angle difference can be established, and this correspondence is determined as the second preset relationship. It can be seen that the angle difference = first theoretical angle - first measured angle, and the target theoretical angle corresponding to the first measured angle = angle difference + first measured angle. Therefore, the target theoretical angle corresponding to the current measured angle can be obtained by the angle deviation between the current measured angle and the theoretical angle corresponding to the current measured angle. Figure 6 As shown, first, the theoretical angle a corresponding to the vehicle height b is found in linear relationship A. Then, the difference between the theoretical angle a and the first measured angle is calculated to obtain the angle difference between the theoretical angle a and the first measured angle. And, as... Figure 7 As shown, firstly, the angle difference corresponding to the current measurement angle is queried in the second preset relationship through the current measurement angle. Then, the angle difference and the angle between the current measurement angle are added together to determine the theoretical angle corresponding to the current measurement angle. Then, the target height between the wheel center and the wheel arch corresponding to the theoretical angle is queried in the first preset relationship through the theoretical angle.

[0073] It should be understood that multiple first measurement angles are typically measured, meaning there is at least one first measurement angle. Different first measurement angles may correspond to different or the same angle difference.

[0074] In this embodiment, the second preset relationship constructed using the measured angle between the vehicle body and the control arm of the suspension, as well as the vehicle height, can be more accurate. Based on this more accurate second preset relationship, the target angle deviation determined within the second preset relationship using the current measured angle can also be more accurate, further improving the accuracy of vehicle height detection.

[0075] In one implementation, if the actual measured height is within a preset height range, a step is performed to determine the first theoretical angle corresponding to the actual measured height based on the actual measured height.

[0076] The preset height range refers to the extreme range of the vehicle body height, specifically the extreme range of the height between the wheel center and the wheel arch. The extreme heights can represent the shortest and longest achievable heights between the wheel center and the wheel arch, and the range between these two heights is defined as the extreme height range. The shortest height is less than the longest height, and the shortest and longest heights can be opposites of each other, or they can be different. For example, if the shortest height is -100mm and the longest height is 100mm, the corresponding preset height range is -100mm to 100mm; or, if the shortest height is -100mm and the longest height is 120mm, the corresponding preset height range is -100mm to 120mm. It should be understood that the shortest and longest heights are related to the actual installation requirements of the wheels, and this application embodiment does not limit them.

[0077] For example, when the actual measured height is obtained, the relationship between the actual measured height and the preset height range is first determined, and the relationship between the actual measured height and the preset height range is used to determine whether to perform the step of determining the first theoretical angle corresponding to the actual measured height based on the actual measured height.

[0078] If the actual measured height is within the preset height range, it means that the actual measured height is greater than or equal to the shortest height and less than or equal to the longest height. This indicates that the actual measured height is relatively accurate and reasonable. Therefore, the step of determining the first theoretical angle corresponding to the actual measured height can be performed normally.

[0079] If the actual measured height is not within the preset height range, it means the actual measured height is less than the shortest height but greater than the longest height. This indicates that the actual measured height may be incorrect or unreasonable. Therefore, the step of determining the first theoretical angle corresponding to the actual measured height cannot be performed normally. Instead, a reminder message needs to be sent to indicate that the actual measured height is incorrect and needs to be measured again. The reminder message can be in the form of at least one of the following: message, image, audio, or text.

[0080] In this embodiment, if the actual measured height is within a preset height range, it indicates that the actual measured height is relatively accurate and reasonable. Therefore, the step of determining the first theoretical angle corresponding to the actual measured height can be performed normally, ensuring the accuracy of the measured data. Based on the relatively accurate measured data, the accuracy of the second preset relationship is further improved.

[0081] In one implementation, when the vehicle is detected to be stationary and the target controller is in maintenance mode, a fault detection is performed on the target device of the vehicle to obtain a fault detection result; if the fault detection result indicates that the target device is fault-free, the steps of obtaining the first measurement angle of the vehicle and the actual measurement height of the vehicle body are executed.

[0082] The target controller is used to control the vehicle suspension; that is, the target controller is the controller for the vehicle suspension, for example, the vehicle suspension control unit. The target device is used to measure the angle between the vehicle body and the control arm of the suspension (i.e., the lower control arm of the suspension), i.e., an angle sensor. The target controller being in maintenance mode indicates that the target controller is undergoing maintenance, fault diagnosis, replacement, or other maintenance procedures.

[0083] For example, when the vehicle is detected to be powered on, in order to ensure the normal construction of the second preset relationship and improve its accuracy, it is necessary to first detect whether the vehicle is stationary (i.e., its speed is 0 km / h) and whether the target controller (e.g., the vehicle suspension controller) is in maintenance mode. This is because if the vehicle is not stationary but is moving, it may cause a measurement deviation between the first measured angle and the actual measured angle, thereby reducing the accuracy of the second preset relationship; and if the target controller is not in maintenance mode, it means that the vehicle has not entered the construction environment for building the second preset relationship and cannot construct the second preset relationship normally. Therefore, it is necessary to first detect whether the vehicle is stationary and whether the target controller is in maintenance mode.

[0084] When the vehicle is stationary and the target controller is in maintenance mode, the second preset relationship cannot be directly constructed. It is also necessary to ensure the normal operation of the target device to avoid failures or errors in the construction of the second preset relationship due to device malfunction. Therefore, to ensure the successful and accurate construction of the second preset relationship, fault detection can be performed on the target device to obtain the fault detection results. If the fault detection results indicate that the target device is fault-free, it means that the target device is working normally and can correctly execute the steps of obtaining the vehicle's first measurement angle and the actual measured height between the wheel center and wheel arch for the construction of the second preset relationship. In other words, when the vehicle is stationary, the target controller is in maintenance mode, and the fault detection results of the target device indicate that the target device is fault-free, the steps of obtaining the vehicle's first measurement angle and the actual measured height between the wheel center and wheel arch can be executed.

[0085] However, if the vehicle is not stationary, and / or the target controller is not in maintenance mode, and / or the fault detection result of the target device indicates that the target device is faulty, the steps of obtaining the first measurement angle of the vehicle and the actual measurement height between the wheel center and the wheel arch cannot be performed.

[0086] Optionally, if the fault detection result of the target device indicates that the target device is faulty, a prompt message can be output to indicate that the target device is faulty and needs to be repaired in a timely manner. The prompt message can be in the form of at least one of the following: message, image, audio, or text.

[0087] In this embodiment, the measured data for constructing the second preset relationship is constructed only when the vehicle is detected to be stationary and the target controller is in maintenance mode. This avoids the problem that the accuracy of the measured data is affected when the vehicle is not stationary, and that the second preset relationship cannot be constructed normally when the target controller is not in maintenance mode, thus preventing the second preset relationship from being constructed. Furthermore, the accuracy of the second preset relationship is improved while the second preset relationship is successfully constructed.

[0088] In one implementation, the road surface smoothness of the road where the vehicle is located is obtained; based on the road surface smoothness, a first height of the vehicle suspension is determined; and the vehicle suspension is controlled based on the difference between the first height and the target height.

[0089] For example, when the vehicle is powered on, the road surface smoothness of the road where the vehicle is located can be collected in real time, and the vehicle suspension can be controlled by the road surface smoothness and the target height.

[0090] Specifically, the required height of the vehicle suspension (which can be called the "first height") is first determined by the road surface smoothness of the road where the vehicle is located. Then, the difference between the first height and the target height is calculated, and this difference is determined as the travel distance of the vehicle suspension. The vehicle suspension is then controlled to extend or retract by this difference, thus achieving control over the vehicle suspension height.

[0091] The road surface smoothness of the road where the vehicle is located can be obtained through LiDAR, cameras, and high-precision maps of the road. Furthermore, there is a correlation between road surface smoothness and the target height of the vehicle suspension; different road surface smoothness may correspond to the same or different target suspension heights, which can be determined through real-vehicle testing. This application does not impose any limitations on this aspect.

[0092] Optionally, the target height of the vehicle suspension can be determined by the road surface smoothness and vehicle model information. There is a correspondence between the road surface smoothness and vehicle model information and the target height of the vehicle suspension. The target height of the vehicle suspension may be the same or different for different road surface smoothness and different vehicle model information. This can be obtained through actual vehicle testing, and this application embodiment does not limit this.

[0093] In this embodiment of the application, the road surface smoothness of the road where the vehicle is located is taken into account when controlling the vehicle suspension, which makes the control of the vehicle suspension more in line with the road surface conditions and improves the accuracy of the vehicle suspension control.

[0094] Figure 8 This is another flowchart illustrating a vehicle data processing method provided in this application embodiment. This method can be executed by the vehicle itself, or by a controller within the vehicle that requires control using the vehicle's height.

[0095] For example, such as Figure 8 As shown, the method 800 includes the following implementation process: S1: When the vehicle is static, the vehicle suspension controller is in maintenance mode, and the angle deviation recognition function is enabled, obtain the vehicle's current actual measured height.

[0096] For example, during a vehicle's lifecycle from production to scrapping, the angle sensor and suspension controller are normally not replaced. Therefore, angle deviation identification is typically only performed on the angle sensor when the vehicle rolls off the production line. Specifically, when the vehicle is detected to be powered on, in a static state, with the suspension controller in maintenance mode and the angle deviation identification function enabled, the vehicle's current actual measured height is first obtained. Deviation identification is completed instantly through a one-time, offline calculation of the vehicle height measurement value and a first preset relationship. This is a static, one-time, offline process. Furthermore, the first preset relationship is a discrete mapping relationship specific to the vehicle model information, rather than a continuous theoretical formula. Moreover, by eliminating reliance on complex dynamic driving conditions, this method provides a simpler, faster height sensor installation deviation calibration method (i.e., angle deviation identification) that can be completed directly using the first preset relationship corresponding to the vehicle model in static environments such as after vehicle production or in a repair shop. This simplifies the calibration process, reduces the equipment requirements for calibration, and ensures the feasibility of deviation calibration.

[0097] Optionally, when the angle sensor fails and is replaced, the angle deviation can be re-identified to ensure the accuracy of vehicle height detection.

[0098] S2, check if the angle sensor is faulty. If yes, proceed to S3; otherwise, proceed to S8.

[0099] For example, if the angle sensor is detected to be faulty, step S3 can be executed. If the angle sensor is detected to be faulty, step S8 can be executed.

[0100] S3: Determine if the actual measured height is within a reasonable range. If yes, proceed to S4; otherwise, proceed to S9.

[0101] For example, it is determined whether the actual measured height is within a reasonable range (i.e., the aforementioned preset height range). If the actual measured height is within the preset height range, S4 can be executed; if the actual measured height is not within the preset height range, S8 can be executed.

[0102] S4, perform angle deviation identification on the angle sensor to obtain the angle deviation identification result.

[0103] For example, when the vehicle is detected to be static, the vehicle suspension controller is in maintenance mode, the angle deviation recognition function is enabled, and the actual measured height is within the preset height range, the angle sensor is used to identify the angle deviation, and the angle deviation recognition result is obtained, namely the aforementioned angle deviation.

[0104] S5 stores the angle deviation identification results and compares them with the angle deviation calculated online to obtain the comparison results.

[0105] For example, the angle deviation identification results are stored, and the angle deviation identification results are compared with the angle deviation calculated online to obtain the comparison results.

[0106] S6: Determine if the comparison results are equal. If yes, proceed to S8; otherwise, proceed to S10.

[0107] For example, upon completion of storage, it can be determined whether the stored angle deviation and the online calculated angle deviation are equal. If the stored angle deviation and the online calculated angle deviation are equal, it indicates successful storage, and step S7 can be executed. If the stored angle deviation and the online calculated angle deviation are not equal, step S10 can be executed.

[0108] S7, Angle deviation recognition complete.

[0109] For example, successful storage indicates that angle deviation identification is complete.

[0110] S8 sends a notification message to indicate an angle sensor malfunction.

[0111] For example, when the angle sensor malfunctions, a prompt message can be sent to indicate the angle sensor malfunction.

[0112] S9 sends a reminder message to indicate that the actual measured height is outside the reasonable range.

[0113] For example, when the actual measured height exceeds the reasonable range, an alert message can be sent to indicate that the actual measured height exceeds the reasonable range.

[0114] S10, send a warning message to indicate storage failure.

[0115] For example, if the comparison result shows that the stored angle deviation is not equal to the online calculated angle deviation, it indicates that the storage has failed and may not have been stored. In this case, the angle deviation identification is terminated, and a storage failure warning message can be sent to remind the user that the angle deviation storage has failed and that angle deviation identification needs to be performed again. The warning message can be in the form of at least one of the following: message, image, audio, text, etc.

[0116] It should be noted that, Figure 8 All steps are in Figures 3 to 7 The corresponding embodiments are described in detail, and will not be repeated here.

[0117] It should be understood that the above examples are provided to help those skilled in the art understand the embodiments of this application, and are not intended to limit the embodiments of this application to the specific values ​​or scenarios exemplified. Those skilled in the art can obviously make various equivalent modifications or variations based on the above examples, and such modifications or variations also fall within the scope of the embodiments of this application.

[0118] The above text combined Figures 1 to 8 The vehicle data processing method provided in the embodiments of this application is described in detail below; the following will be combined with Figure 9 and Figure 11 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0119] Figure 9 This is a schematic diagram of the vehicle data processing device provided in the embodiments of this application.

[0120] For example, such as Figure 9 As shown, the device 900 includes: Acquisition device 910 is used to acquire vehicle information of the vehicle and the current measured angle between the vehicle body and the control arm of the suspension. The processing unit 920 is used to determine the target angle deviation based on the current measurement angle, wherein the target angle deviation represents the angle deviation between the current measurement angle and the theoretical angle corresponding to the current measurement angle; to correct the current measurement angle based on the target angle deviation to obtain the target theoretical angle; and to determine the target height of the vehicle body based on the target theoretical angle and vehicle information, wherein the target height is used to control the vehicle suspension.

[0121] In one possible implementation, the processing device 920 is used for: Based on the vehicle model information in the vehicle information, a first preset relationship is determined, wherein the first preset relationship is used to represent the correspondence between the theoretical angle and the height of the vehicle body; From the perspective of target theory, the target height is determined in the first preset relationship.

[0122] In one possible implementation, the processing device 920 is used for: Determine the sum of the target angle deviation and the current measured angle; The sum of the angles is determined as the target theoretical angle.

[0123] In one possible implementation, the processing device 920 is used for: When the vehicle's target function is detected to be activated, the vehicle's first measurement angle and the actual measurement height of the vehicle body are obtained. The target function refers to the function used to identify the angle deviation between the measurement angle and the theoretical angle corresponding to the measurement angle. The measurement time of the first measurement angle and the actual measurement height is earlier than the measurement time of the current measurement angle. Based on the actual measured height, determine the first theoretical angle corresponding to the actual measured height; Based on the first measured angle and the first theoretical angle, a second preset relationship is constructed, wherein the second preset relationship is used to represent the correspondence between the measured angle and the angle deviation between the measured angle and the theoretical angle corresponding to the measured angle; Processing device 920: Based on the current measurement angle, the target angle deviation is determined in the second preset relationship.

[0124] In one possible implementation, the processing device 920 is used for: Determine the angle difference between the first theoretical angle and the first measured angle; Establish the correspondence between the first measurement angle and the angle difference to obtain the second preset relationship.

[0125] In one possible implementation, the processing device 920 is used for: When the vehicle is detected to be stationary and the target controller is in maintenance mode, fault detection is performed on the target device of the vehicle to obtain the fault detection results. If the fault detection result indicates that the target device is fault-free, perform the steps of acquiring the first measurement angle of the vehicle and the actual measurement height of the vehicle body; The target controller is used to control the vehicle suspension, and the target device is used to measure the angle between the vehicle body and the control arms of the suspension.

[0126] In one possible implementation, the processing device 920 is used for: If the actual measured height is within the preset height range, the step of determining the first theoretical angle corresponding to the actual measured height is performed, where the preset height range represents the extreme range of the vehicle body height.

[0127] In one possible implementation, the acquiring device 910 is used for: Obtain the road surface smoothness of the road where the vehicle is located; Processing device 920 is used for: Determine the initial height of the vehicle suspension based on the road surface smoothness; The vehicle suspension is controlled based on the difference between the initial height and the target height.

[0128] It should be noted that the aforementioned device 900 is embodied in the form of a functional module. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0129] For example, a "module" can be a software program, hardware circuit, or a combination of both that implements the above functions. Hardware circuits may include application-specific integrated circuits (ASICs), electronic circuits, processors (e.g., shared processors, proprietary processors, or combined processors) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functions.

[0130] Therefore, the modules of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0131] Figure 10 This is a schematic diagram of the controller provided in the embodiments of this application.

[0132] For example, such as Figure 10 As shown, the vehicle includes a controller 1000, which includes a storage module 1010 and a processing module 1020. The storage module 1010 stores executable program code 1011, and the processing module 1020 is used to call and execute the executable program code 1011 to perform a vehicle data processing method.

[0133] Figure 11 This is a schematic diagram of the vehicle structure provided in the embodiments of this application.

[0134] For example, such as Figure 11 As shown, the vehicle 1100 includes a memory 1110 and a processor 1120. The memory 1110 stores executable program code 1111, and the processor 1120 is used to call and execute the executable program code 1111 to perform a vehicle data processing method.

[0135] This application can divide the vehicle into functional modules based on the above method example. For example, each module can correspond to a separate function module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0136] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module and a processing module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0137] The vehicle provided in this application is used to execute the vehicle data processing method described above, and thus can achieve the same effect as the above implementation method.

[0138] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's movements. The storage module is used to support the vehicle in executing relevant program code and data.

[0139] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0140] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods described in the foregoing embodiments. The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, DVDs (Digital Video Discs), CD-ROMs (Compact Disc Read-Only Memory), microdrives, magneto-optical disks, ROMs (Read-Only Memory), RAMs (Random Access Memory), EPROMs (Erasable Programmable Read-Only Memory), EEPROMs (Electrically Erasable Programmable Read Only Memory), DRAMs (Dynamic Random Access Memory), VRAMs (Video Random Access Memory), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0141] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle data processing method as described in the above embodiments.

[0142] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a vehicle data processing method in the above embodiments.

[0143] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0144] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0145] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0146] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle data processing method, characterized in that, The method includes: Obtain vehicle information and the current measured angle between the vehicle body and the control arms of the suspension; Based on the current measurement angle, a target angle deviation is determined, wherein the target angle deviation represents the angle deviation between the current measurement angle and the theoretical angle corresponding to the current measurement angle; The current measured angle is corrected based on the target angle deviation to obtain the target theoretical angle; Based on the target theoretical angle and the vehicle information, the target height of the vehicle body is determined, wherein the target height is used to control the vehicle suspension.

2. The method according to claim 1, characterized in that, Determining the target height of the vehicle body based on the target theoretical angle and the vehicle information includes: Based on the vehicle model information in the vehicle information, a first preset relationship is determined, wherein the first preset relationship is used to represent the correspondence between the theoretical angle and the height of the vehicle body; Based on the aforementioned theoretical perspective, the target height is determined within the first preset relationship.

3. The method according to claim 1, characterized in that, The step of correcting the current measured angle based on the target angle deviation to obtain the target theoretical angle includes: Determine the angle sum between the target angle deviation and the current measured angle; The sum of the angles is determined as the target theoretical angle.

4. The method according to any one of claims 1 to 3, characterized in that, The method further includes: When the target function of the vehicle is detected to be activated, the first measurement angle of the vehicle and the actual measurement height of the vehicle body are obtained, wherein the target function is a function for identifying the angle deviation between the measurement angle and the theoretical angle corresponding to the measurement angle, and the measurement time of the first measurement angle and the actual measurement height is earlier than the measurement time of the current measurement angle; Based on the actual measured height, determine the first theoretical angle corresponding to the actual measured height; Based on the first measured angle and the first theoretical angle, a second preset relationship is constructed, wherein the second preset relationship is used to represent the correspondence between the measured angle and the angle deviation between the measured angle and the theoretical angle corresponding to the measured angle; The determination of the target angle deviation based on the current measurement angle includes: Based on the current measurement angle, the target angle deviation is determined in the second preset relationship.

5. The method according to claim 4, characterized in that, The construction of the second preset relationship based on the first measured angle and the first theoretical angle includes: Determine the angle difference between the first theoretical angle and the first measured angle; A correspondence is established between the first measured angle and the angle difference to obtain the second preset relationship.

6. The method according to claim 4, characterized in that, The method further includes: When the vehicle is detected to be stationary and the target controller is in maintenance mode, a fault detection is performed on the target device of the vehicle to obtain the fault detection result. If the fault detection result indicates that the target device is fault-free, the step of obtaining the first measurement angle of the vehicle and the actual measurement height of the vehicle body is performed. The target controller is used to control the vehicle suspension, and the target device is used to measure the angle between the vehicle body and the control arm of the suspension.

7. The method according to claim 4, characterized in that, The method further includes: If the actual measured height is within a preset height range, the step of determining the first theoretical angle corresponding to the actual measured height is performed, wherein the preset height range represents the extreme range of the vehicle body height.

8. The method according to any one of claims 1 to 3, characterized in that, The method further includes: Obtain the road surface smoothness of the road where the vehicle is located; Based on the road surface smoothness, the first height of the vehicle suspension is determined; The vehicle suspension is controlled based on the difference between the first height and the target height.

9. A controller, characterized in that, The controller includes: The storage module is used to store executable program code; A processing module is configured to call and run the executable program code from the storage module, causing the controller to perform the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 8.

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