A method, device and electronic equipment for identifying a road surface well lid

Abstract

Embodiments of the present application disclose a method and device for identifying a road well lid and an electronic device. The method comprises: first acquiring unsprung acceleration, unsprung jerk, suspension speed and peak clipping value of a first wheel at a current time, the first wheel being any one of a plurality of wheels of a vehicle, the peak clipping value representing a change in the unsprung acceleration over a period of time; and second determining a target position relationship between the first wheel and the road well lid according to at least one of a relationship between the unsprung acceleration and a set acceleration threshold, a relationship between the unsprung jerk and a set jerk threshold, a relationship between the suspension speed and a set speed threshold, and a relationship between the peak clipping value and a set peak clipping threshold. Since the sensor data obtained is not prone to distortion, the target position relationship between the first wheel and the road well lid obtained by using the sensor data is highly accurate, advanced driving assistance system data is not required, data transmission between different domains is avoided, and real-time performance is strong.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, device and electronic device for identifying road manhole covers. Background Technology

[0002] Accurately determining the target position relationship between the vehicle wheels and the manhole cover during vehicle operation can optimize the vehicle's shock absorption control scheme and improve vehicle stability and ride comfort.

[0003] In related technologies, manhole cover identification primarily relies on data collected by Advanced Driver Assistance Systems (ADAS) to determine the overall road conditions and then identify the manhole covers. However, this method has the following drawbacks: First, poor real-time performance. The suspension domain controller acquires ADAS data via a long link, resulting in a lag in identification.

[0004] Secondly, the radar and camera recognition of ADAS are prone to distortion, which can lead to misjudgment and missed judgment when ADAS is used to identify manhole covers on the road. Summary of the Invention

[0005] This application provides a method, device, and electronic device for identifying road manhole covers. Since the sensor data obtained is not easily distorted, the target position relationship between the first wheel and the road manhole cover obtained using the sensor data is highly accurate; no advanced driver assistance system data is required, avoiding data transmission between different domains, and the real-time performance is strong.

[0006] In a first aspect, one embodiment of this application provides a method for identifying road manhole covers, including: Obtain the unsprung acceleration, unsprung jerk, suspension speed, and peak value of the first wheel at the current moment; where the first wheel is any one of the multiple wheels of the vehicle; the peak value represents the change in unsprung acceleration over a period of time; The target position relationship between the first wheel and the road manhole cover is determined based on at least one of the following: the relationship between unsprung acceleration and a set acceleration threshold, the relationship between unsprung jerk and a set jerk threshold, the relationship between suspension speed and a set speed threshold, and the relationship between peak value and a set peak value threshold.

[0007] In this embodiment, parameters such as unsprung acceleration, unsprung jerk, suspension speed, and peak value can all be obtained from sensor data of the vehicle body sensors. Since sensor data is not easily distorted, these parameters are relatively accurate. Therefore, the accuracy of determining the target position relationship between the first wheel (any one of the multiple wheels) and the manhole cover using these parameters is high. Furthermore, compared to related technologies, no data from advanced driver assistance systems is required, avoiding data transmission between different domains and providing strong real-time performance.

[0008] In an optional implementation, the method further includes: Based on the pre-set correlation between position and control current, a target control current matching the target position is selected; wherein, the target control current is used to instruct the shock absorber to execute the damping adjustment command corresponding to the target control current.

[0009] In the above embodiment, after obtaining the target positional relationship between the first wheel and the manhole cover, a target control current matching the target positional relationship can be determined based on a pre-set correlation between the positional relationship and the control current. In this way, the shock absorber can execute the damping adjustment command corresponding to the target control current, thereby specifically suppressing vehicle bumps, vibrations, and attitude fluctuations, significantly improving vehicle ride stability and comfort, and optimizing the overall vehicle damping control process.

[0010] In one optional implementation, the acceleration threshold includes a first acceleration threshold, a second acceleration threshold, and a third acceleration threshold; the jerk threshold includes a first jerk threshold and a second jerk threshold; and the velocity threshold includes a first velocity threshold and a second velocity threshold. Based on at least one of the following relationships: unsprung acceleration and a set acceleration threshold, unsprung acceleration and a set jerk threshold, suspension speed and a set speed threshold, and peak value and a set peak value threshold, determine the target positional relationship between the first wheel and the manhole cover, including: If the unsprung acceleration is greater than the first acceleration threshold, the unsprung jerk is greater than the first jerk threshold, and the peak value is greater than the peak value threshold, then the first positional relationship between the first wheel and the road manhole cover is determined; wherein, the first positional relationship means that the first wheel is in contact with the first area of ​​the road manhole cover, and the first area is the area where the road manhole cover is located on the side closer to the first wheel; If the suspension speed is greater than the first speed threshold, then the second positional relationship between the first wheel and the road manhole cover is determined; wherein, the second positional relationship indicates that the first wheel is in contact with the second area of ​​the road manhole cover, and the second area is the area where the lowest point of the road manhole cover is located. If the unsprung acceleration is greater than the second acceleration threshold, and the unsprung jerk is greater than the second jerk threshold, then the third positional relationship between the first wheel and the road manhole cover is determined; wherein, the third positional relationship indicates that the first wheel is in contact with the third area of ​​the road manhole cover, and the third area is the area where the road manhole cover is located on the side away from the first wheel; If the suspension speed is greater than the second speed threshold and the unsprung acceleration is greater than the third acceleration threshold, then the fourth positional relationship between the first wheel and the road manhole cover is determined; where the fourth positional relationship indicates that the first wheel is not in contact with the road manhole cover. The first acceleration threshold is greater than the second acceleration threshold, the second acceleration threshold is greater than the third acceleration threshold; the first jerk threshold is greater than the second jerk threshold, and the first velocity threshold is greater than the second velocity threshold.

[0011] In the above embodiment, unsprung acceleration describes the intensity of the wheel's vertical movement, unsprung jerk characterizes the abruptness of the change in impact force on the wheel, suspension speed represents the speed of shock absorber extension and contraction, and peak reduction represents the change in unsprung acceleration over a period of time. Here, to further subdivide different operating conditions, namely, different positional relationships between the first wheel and the manhole cover, different acceleration thresholds, jerk thresholds, and speed thresholds are pre-set, as well as a peak reduction threshold. Therefore, based on the relationship between each parameter and its corresponding threshold, different positional relationships between the first wheel and the manhole cover can be determined. These positional relationships mainly include: contact between the first wheel and the manhole cover near the first wheel (approaching the manhole cover area), contact between the first wheel and the lowest point of the manhole cover (reaching the lowest point of the manhole cover), contact between the first wheel and the area away from the first wheel (approaching leaving the manhole cover area), and no contact between the first wheel and the manhole cover (completely leaving the manhole cover area). This achieves a more refined determination of the target positional relationship between the first wheel and the manhole cover.

[0012] In one alternative implementation, the first wheel is any one of the front wheels of the vehicle, and the second wheel is one of the rear wheels of the vehicle located on the same side as the first wheel. The method also includes: Get the vehicle's current speed; Calculate the first time it takes for the second wheel to reach the manhole cover based on the current speed and the vehicle's wheelbase; If the first duration equals the first duration threshold, then the process of determining the target position relationship between the second wheel and the manhole cover on the road surface is initiated.

[0013] In the above embodiment, when the first wheel is the front wheel, for the rear wheel (second wheel) on the same side, the first time it takes for the rear wheel to reach the manhole cover can be calculated using the vehicle's current speed and wheelbase. Thus, when the first time reaches a first time threshold, the process for determining the target position relationship between the second wheel and the manhole cover can be initiated. This design allows for timely detection of the rear wheel's position.

[0014] In one alternative implementation, the above further includes: Get the unsprung acceleration of the previous moment at the current moment; A first conditional quantity is determined based on a first set constant and the unsprung acceleration at the previous moment, and a second conditional quantity is determined based on the first set constant and the unsprung acceleration at the current moment; wherein, the first conditional quantity represents the magnitude of the unsprung acceleration at the previous moment; and the second conditional quantity represents the magnitude of the unsprung acceleration at the current moment. Based on the unsprung acceleration of the previous moment, the unsprung acceleration of the current moment, the relationship between the first conditional quantity and the second conditional quantity, and the state variable of the previous moment, calculate the state variable of the current moment; where the state variable of the previous moment represents the state change of the unsprung acceleration of the first wheel; if the previous moment is the initial moment, then the state variable of the previous moment is preset. The peak value is determined based on the relationship between the first and second conditional quantities, the second conditional quantity, and the state variable at the current moment.

[0015] The above embodiment calculates two intermediate quantities—a first conditional quantity and a second conditional quantity—using the currently suitable unsprung acceleration, the unsprung acceleration at the current moment, and a first set constant. Then, it calculates the state variable at the current moment, another intermediate quantity. Finally, it calculates the peak value based on the relationship between the first and second conditional quantities, the second conditional quantity, and the state variable at the current moment. The introduction of the peak value considers the unsprung acceleration at different times, avoiding occasional anomalies in the unsprung acceleration at the current moment, and improving the accuracy of identifying road manhole covers.

[0016] In one optional implementation, the state variable at the current moment is calculated based on the unsprung acceleration at the previous moment, the unsprung acceleration at the current moment, the relationship between the first conditional quantity and the second conditional quantity, and the state variable at the previous moment, including: If the state variable at the previous moment is the second set constant, and the second conditional quantity is greater than the first conditional quantity, then the absolute value of the unsprung acceleration at the previous moment is determined to be the state variable at the current moment. If the state variable at the previous moment is not the second set constant, and the second conditional quantity is greater than the first conditional quantity, then the smaller of the absolute values ​​of the state variable at the previous moment and the unsprung acceleration at the current moment is determined as the state variable at the current moment. If the second conditional quantity is less than or equal to the first conditional quantity, then the second set constant is determined as the state variable at the current moment.

[0017] In the above embodiment, when updating the state variables, not only the magnitude relationship between the two conditional quantities is considered, but also the unsprung acceleration at the current moment and the unsprung acceleration at the previous moment are taken into account. The state variables at the previous moment are updated based on these quantities. This update process is mainly divided into three cases, and the state variables obtained by this update logic are relatively accurate.

[0018] In one optional implementation, determining the peak value based on the relationship between the first conditional quantity and the second conditional quantity, the second conditional quantity, and the state variable at the current moment includes: If the second conditional quantity is greater than the first conditional quantity, then the product of the root mean square value of the unsprung acceleration at the current moment and the state variable at the current moment is determined as the peak value. If the second conditional quantity is less than the first conditional quantity, then the second conditional quantity is determined to be the peak value.

[0019] In the above embodiment, when the second condition quantity is greater than the first condition quantity, the dynamic limiting mode is entered, and the product of the root mean square value of the unsprung acceleration at the current moment and the state variable at the current moment is determined as the peak value; when the second condition quantity is less than the first condition quantity, the state variable is reset and the original signal is directly output, that is, the second condition quantity is determined as the peak value.

[0020] In one optional implementation, determining a first conditional quantity based on a first set constant and the unsprung acceleration at the previous moment, and determining a second conditional quantity based on a second set constant and the unsprung acceleration at the current moment, includes: The first conditional quantity is determined to be the product of a first set constant and the absolute value of the unsprung acceleration at the previous moment; The second conditional quantity is determined to be the product of the second set constant and the absolute value of the unsprung acceleration at the current moment.

[0021] In the above embodiments, since the unsprung acceleration is a vector, two intermediate quantities, the first conditional quantity and the second conditional quantity, are introduced to represent the changes in the corresponding unsprung acceleration, so that they can be taken into account when calculating the peak value and ensure that the calculated peak value is more comprehensive.

[0022] In an optional implementation, the method further includes: If the second time threshold after determining the first positional relationship between the first wheel and the road manhole cover is in the execution state, then the judgment process for detecting the target positional relationship between the wheel and the road manhole cover is exited.

[0023] In the above embodiment, if the target position relationship judgment process between the wheel and the manhole cover is in execution state after the second time threshold following the first position relationship between the first wheel and the manhole cover, it indicates that the process is abnormal. From the perspective of safety and energy saving, the judgment process can be controlled to exit at this time.

[0024] In an optional implementation, the method further includes: The initial unsprung acceleration of the first wheel during vehicle operation is collected by an unsprung sensor located at the first wheel. A setting operation is performed on the initial unsprung acceleration to obtain a reference unsprung acceleration; wherein, the setting operation includes some or all of the mean filtering, high-pass filtering, and low-pass filtering processes; The unsprung acceleration is obtained by normalizing the reference unsprung acceleration using gravitational acceleration.

[0025] In the above embodiments, since the initial unsprung acceleration may be impure, including random noise and high-frequency clutter, in this step, value filtering, high-pass filtering, and low-pass filtering can be performed on the initial unsprung acceleration to eliminate random noise and high-frequency interference signals, retain effective time-domain characteristics, and remove high-frequency clutter and low-frequency static load offset to obtain a pure acceleration signal, which is called the reference unsprung acceleration.

[0026] In an optional implementation, the method further includes: Obtain the tower top velocity and unsprung velocity; whereby the tower top velocity is determined based on the vehicle's multi-directional acceleration and attitude angular velocity; The difference between the speed at the top of the tower and the speed under the spring is determined as the suspension speed.

[0027] In the above embodiment, the strut top speed is calculated by directly collecting the vehicle's multi-directional acceleration and attitude angular velocity, and then the difference between the strut top speed and the unsprung speed is determined as the suspension speed. This design can directly utilize the unsprung sensor without introducing other hardware, resulting in low cost; in addition, the obtained suspension speed can accurately characterize the relative magnitude relationship between the strut top speed and the unsprung speed.

[0028] In an optional implementation, the method further includes: Calculate the unsprung jerk based on the unsprung acceleration.

[0029] In the above embodiments, the unsprung jerk obtained in this way can characterize the abruptness of the change in the impact force on the wheel. When applied to the identification process of road manhole covers, the identification results are more accurate.

[0030] Secondly, one embodiment of this application provides a device for identifying road manhole covers, comprising: The data transmission unit is used to: acquire the unsprung acceleration, unsprung jerk, suspension speed, and peak value of the first wheel at the current moment; wherein, the first wheel is any one of the multiple wheels of the vehicle; the peak value represents the change of unsprung acceleration over a period of time; The data processing unit is used to: determine the target position relationship between the first wheel and the road manhole cover based on at least one of the following: the relationship between unsprung acceleration and a set acceleration threshold, the relationship between unsprung jerk and a set jerk threshold, the relationship between suspension speed and a set speed threshold, and the relationship between peak value and a set peak value threshold.

[0031] Thirdly, one embodiment of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of any of the above methods.

[0032] Fourthly, one embodiment of this application provides a computer-readable storage medium having computer program instructions stored thereon, which, when executed by a processor, implement the steps of any of the above methods.

[0033] Fifthly, one embodiment of this application provides a computer program product, including a computer program that, when executed by a processor, implements the steps of any of the above methods. Attached Figure Description

[0034] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 A flowchart illustrating a method for identifying road manhole covers according to an embodiment of this application; Figure 2 A schematic diagram illustrating the target positional relationship between a wheel and a road manhole cover, provided as an embodiment of this application; Figure 3 A flowchart illustrating a complete method for coordinated control of road manhole cover identification and suspension damping current, provided as an embodiment of this application; Figure 4 A schematic diagram of the structure of a road manhole cover identification device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0037] For ease of understanding, the terms used in the embodiments of this application are explained below: (1) Intelligent Driving Domain: In the field of vehicle control, ADAS is used to acquire perception data from cameras, radar or lasers, as well as store planning decisions or path information. All perception data and decision data of ADAS belong to the intelligent driving domain.

[0038] (2) Chassis domain: Suspension, electric power steering (EPS), electronic stability control (ESC), vehicle attitude execution controller, etc. are actuators that belong to the chassis domain and receive target instructions issued by the intelligent driving domain.

[0039] In the embodiments of this application, the main purpose is to identify road manhole covers and coordinate the control of suspension damping current. Therefore, the operation is mainly performed by the suspension controller in the chassis domain.

[0040] The number of any elements in the accompanying drawings is for illustrative purposes only and not as a limitation, and any naming is for distinction only and has no limiting meaning.

[0041] In related technologies, in the process of identifying manhole covers on the road surface, the ADAS system mainly relies on collecting and outputting overall road surface feature data, which is then sent to the suspension domain via gateway communication. The algorithm executed by the suspension domain controller cannot independently perceive changes in road conditions; it can only use the manhole covers identified by the ADAS as the basis for judgment to distinguish driving scenarios and thus complete the adjustment of damping parameters.

[0042] The main drawbacks of the solutions in the aforementioned related technologies are as follows: First, in terms of road condition recognition, the real-time performance is poor and the accuracy is limited. Specifically, the poor real-time performance is manifested in the strong dependence on ADAS data, resulting in a long data acquisition link for the suspension domain controller and a lag in recognition. The limited accuracy is manifested in the fact that the data source relies solely on ADAS data, and since manhole covers are on fragmented road conditions, the radar and camera recognition of ADAS are prone to distortion, leading to false positives and false negatives.

[0043] Secondly, regarding damping control response, the matching of suspension damping to road surface type is passive and cannot accurately reflect the impact of the road surface on the vehicle body when driving over a manhole cover. The damping current output mode is fixed, resulting in insufficient shock absorption adaptability.

[0044] To address this, this application provides a method for identifying road manhole covers. This method utilizes unsprung acceleration, suspension speed, and vehicle speed to achieve segmented damping current control when a semi-active suspension vehicle passes over a manhole cover. Furthermore, it adaptively outputs a matching damping control current based on different vehicle states, ensuring that the suspension system remains in a good damping state during the impact of the manhole cover. This effectively suppresses vehicle body bumps, vibrations, and attitude fluctuations, significantly improving vehicle ride stability and comfort, thereby optimizing the overall vehicle shock absorption control method.

[0045] To further illustrate the technical solutions provided in the embodiments of this application, a detailed description is provided below in conjunction with the accompanying drawings and specific implementation methods. Although the embodiments of this application provide method operation steps as shown in the following embodiments or drawings, the method may include more or fewer operation steps based on conventional or non-inventive methods. In steps where there is no logically necessary causal relationship, the execution order of these steps is not limited to the execution order provided in the embodiments of this application.

[0046] The technical solutions provided in the embodiments of this application will be described below.

[0047] refer to Figure 1 This application provides a method for identifying road manhole covers, including the following steps: S101: Obtain the unsprung acceleration, unsprung jerk, suspension speed, and peak value of the first wheel at the current moment.

[0048] The first wheel is any one of the multiple wheels of the vehicle; the peak value represents the change in unsprung acceleration over a period of time.

[0049] S102: Determine the target position relationship between the first wheel and the road manhole cover based on at least one of the following: the relationship between unsprung acceleration and a set acceleration threshold, the relationship between unsprung jerk and a set jerk threshold, the relationship between suspension speed and a set speed threshold, and the relationship between peak value and a set peak value threshold.

[0050] In this embodiment, parameters such as unsprung acceleration, unsprung jerk, suspension speed, and peak value can all be obtained from sensor data of the vehicle body sensors. Since sensor data is not easily distorted, these parameters are relatively accurate. Therefore, the accuracy of determining the target position relationship between the first wheel (any one of the multiple wheels) and the manhole cover using these parameters is high. Furthermore, compared to related technologies, no data from advanced driver assistance systems is required, avoiding data transmission between different domains and providing strong real-time performance.

[0051] Regarding S201, the vehicle includes multiple wheels. Taking any one of the wheels as an example, the embodiments of this application will be described. This wheel can be represented as the first wheel.

[0052] First, the parameters used to determine the target position relationship between the first wheel and the manhole cover are obtained. These parameters include the unsprung acceleration, unsprung jerk, suspension speed, and peak value of the first wheel at the current moment.

[0053] The process of obtaining each parameter will be explained next.

[0054] Parameter 1: Unsprung acceleration. Optionally, the unsprung acceleration can be calculated using steps A1-A3: A1: The initial unsprung acceleration of the first wheel during vehicle operation is collected by an unsprung sensor located at the first wheel.

[0055] Each wheel is equipped with an unsprung sensor. Therefore, in this embodiment, the initial unsprung acceleration of the first wheel during vehicle operation can be collected by the unsprung sensor located at the first wheel, denoted as UnsprungAcc0.

[0056] A2: Perform a setting operation on the initial unsprung acceleration to obtain the reference unsprung acceleration.

[0057] Since the initial unsprung acceleration may be impure, including random noise and high-frequency clutter, this step involves performing mean filtering, high-pass filtering, and low-pass filtering on the initial unsprung acceleration to eliminate random noise and high-frequency interference signals, retain effective time-domain characteristics, and remove high-frequency clutter and low-frequency static load offset, resulting in a pure acceleration signal, referred to as the reference unsprung acceleration. The cutoff frequency used in the low-pass filtering process can be determined by the algorithm's call cycle and is not limited here. Furthermore, the types, numbers, and order of the above operations are merely illustrative examples.

[0058] A3: Normalize the reference unsprung acceleration using gravitational acceleration to obtain the unsprung acceleration.

[0059] Optionally, the reference unsprung acceleration is standardized in units and multiplied by the gravitational acceleration g to achieve dimension normalization, thus obtaining the real-time effective acceleration, which is called unsprung acceleration and denoted by UnsprungAcc.

[0060] Parameter 2: Unsprung jerk.

[0061] Among them, the unsprung jerk is calculated based on the unsprung acceleration. For example, by performing time-domain differentiation on the unsprung acceleration, the unsprung jerk is obtained, denoted by DUnsprungAcc, which is used to characterize the speed of the sudden change in unsprung acceleration and can also be used to determine the start and end times of the impact on the manhole cover.

[0062] Parameter 3: Suspension speed. Optionally, this process can be achieved through steps B1-B2: B1: Obtain the speed at the top of the tower and the speed under the spring.

[0063] Optionally, the attitude angular velocity can be acquired in real time using the vehicle's inertial measurement unit. This attitude angular velocity, combined with the vehicle's multi-directional acceleration, can be used to calculate the tower speed. Alternatively, the unsprung speed can be measured using an unsprung sensor.

[0064] B2: The difference between the speed at the top of the tower and the speed under the spring is determined as the suspension speed.

[0065] The difference between the speed at the top of the tower and the speed under the spring is defined as the suspension speed.

[0066] Parameter 4: Peak value. Optionally, the peak value can be calculated through steps C1-C4.

[0067] C1: Get the unsprung acceleration of the previous moment at the current moment.

[0068] The unsprung sensor can periodically collect unsprung acceleration, and the previous moment can be the moment corresponding to the previous period of the current moment. Optionally, discrete sampling times can be set, with the current moment denoted as time k and the previous moment denoted as time k-1. In this embodiment, the unsprung acceleration of the moment before the current moment is obtained.

[0069] In a specific example, the unsprung acceleration at the current moment is represented by u(k), and the unsprung acceleration at the previous moment is represented by u(k-1), where u(k-1) can be obtained through a unit delay element.

[0070] C2: Determine the first conditional quantity based on the first set constant and the unsprung acceleration at the previous moment, and determine the second conditional quantity based on the first set constant and the unsprung acceleration at the current moment.

[0071] The first set constant is represented by x. Optionally, this process can be implemented through steps C21-C22.

[0072] C21: The first conditional quantity is determined to be the product of the first set constant and the absolute value of the unsprung acceleration at the previous moment.

[0073] For example, the first conditional quantity C(k-1) = x Since unsprung acceleration is a vector quantity and can be negative, the first conditional quantity can represent the magnitude of the unsprung acceleration at the previous moment, with units of m / s². 2 .

[0074] C22: The second conditional quantity is determined to be the product of the second set constant and the absolute value of the unsprung acceleration at the current moment.

[0075] For example, the second conditional quantity C(k) = x |u(k)|, this second conditional quantity represents the magnitude of the unsprung acceleration at the current moment, in m / s². 2 .

[0076] C3: Calculate the state variable at the current moment based on the unsprung acceleration at the previous moment, the unsprung acceleration at the current moment, the relationship between the first and second conditional quantities, and the state variable at the previous moment. The state variable at the previous moment represents the change in the unsprung acceleration of the first wheel; if the previous moment is the initial moment, then the state variable at the previous moment is preset.

[0077] Wherein, the state variable of the previous moment is represented by max. u (k-1) represents the unit as m / s 2 The current state variable is expressed in max form. u (k) indicates that the unit is m / s 2 .

[0078] Optionally, the state variables at the current moment can be calculated using the following formula:

[0079] Where C(k-1) is the first conditional quantity, with units of m / s. 2 C(k) is the second conditional quantity, with units of m / s. 2 .

[0080] Based on the above formula, we can see that calculating the state variable at the current moment includes the following three cases: Case 1: If the state variable at the previous moment is the second set constant, and the second conditional quantity is greater than the first conditional quantity, then the absolute value of the unsprung acceleration at the previous moment is determined to be the state variable at the current moment.

[0081] This situation corresponds to the first line of the above formula. For example, the second set constant can be 0.

[0082] Case 2: If the state variable at the previous moment is not the second set constant, and the second conditional quantity is greater than the first conditional quantity, then the smaller of the absolute values ​​of the state variable at the previous moment and the unsprung acceleration at the current moment is determined as the state variable at the current moment.

[0083] This corresponds to the second line of the formula above.

[0084] Case 3: If the second conditional variable is less than or equal to the first conditional variable, then the second set constant is determined as the state variable at the current moment.

[0085] This corresponds to the third line of the formula above.

[0086] C4: Determine the peak value based on the relationship between the first and second conditional variables, the second conditional variable, and the state variable at the current moment.

[0087] Optionally, the process of determining the peak clipping value can be achieved using the following formula: y

[0088] Among them, y This indicates the peak value, and the unit is m / s. 2 ;max u (k) represents the state variable at the current moment, with units of m / s. 2 C(k-1) is the first conditional quantity, with units of m / s. 2 C(k) is the second conditional quantity, with units of m / s. 2 .

[0089] Based on the above formula, it can be seen that the process of determining the peak value includes the following two cases: Case 1: If the second conditional quantity is greater than the first conditional quantity, then the product of the root mean square value of the unsprung acceleration at the current moment and the state variable at the current moment is determined as the peak value.

[0090] This corresponds to the first row of the above formula, where y(k) represents the peak value at time k. Represents the unsprung acceleration at the current moment. The root mean square (RMS) value. For example, the RMS value of the unsprung acceleration at the current moment is determined based on the calling cycle of the software component in the damping control method; for instance, the RMS value of the unsprung acceleration over 500 consecutive cycles is used as the unsprung acceleration at the current moment. The root mean square value. If the call period is less than 5 milliseconds, the number of value collection periods can be increased appropriately; if the call period is greater than 5 milliseconds, the number of value collection periods can be decreased appropriately.

[0091] Case 2: If the second conditional quantity is less than the first conditional quantity, then the second conditional quantity is determined to be the peak value.

[0092] This corresponds to the second line of the formula above.

[0093] This embodiment of the application can identify manhole covers on the road surface using only basic onboard sensors such as vehicle acceleration, speed, and attitude, without relying on ADAS systems to provide road feature data. This eliminates the risk of control failure caused by ADAS sensor failure, signal interference, and data disconnection, significantly enhancing the system's operational independence. Furthermore, the entire process of signal acquisition, filtering, feature calculation, and condition determination is performed autonomously in a closed loop, unaffected by the operating status of other onboard electronic control systems, resulting in higher control stability in complex onboard electrical environments. By eliminating external road condition data interaction links, data transmission latency and protocol compatibility issues are reduced, lowering the difficulty of matching the vehicle's electronic control system, eliminating dependence on external systems, and improving portability and the autonomous reliability of the control system.

[0094] Regarding S202, after obtaining the unsprung acceleration, unsprung jerk, suspension speed, and peak value, the target position relationship between the first wheel and the road manhole cover can be determined based on at least one of the following: the relationship between unsprung acceleration and a set acceleration threshold, the relationship between unsprung jerk and a set jerk threshold, the relationship between suspension speed and a set speed threshold, and the relationship between peak value and a set peak value threshold.

[0095] Optionally, the terms "setting acceleration threshold," "setting jerk threshold," "setting velocity threshold," and "setting peak clipping threshold" are all general terms. In practical applications, the setting acceleration threshold includes a first acceleration threshold UnsprungAcc1, a second acceleration threshold UnsprungAcc2, and a third acceleration threshold UnsprungAcc3; the setting jerk threshold includes a first jerk threshold UnsprungAcc1 and a second jerk threshold UnsprungAcc2; the setting velocity threshold includes a first velocity threshold Sus1 and a second velocity threshold Sus2; and the setting peak clipping threshold is represented by CutPeak1. The first acceleration threshold UnsprungAcc1 is greater than the second acceleration threshold UnsprungAcc2, the second acceleration threshold UnsprungAcc2 is greater than the third acceleration threshold UnsprungAcc3, the first jerk threshold UnsprungAcc1 is greater than the second jerk threshold UnsprungAcc2, and the first velocity threshold Sus1 is greater than the second velocity threshold Sus2.

[0096] In practical applications, the magnitude relationship between the thresholds is not limited. However, under normal circumstances, the direction of the first acceleration threshold UnsprungAcc1 is downward, the direction of the second acceleration threshold UnsprungAcc2 is upward, and the direction of the third acceleration threshold UnsprungAcc3 is upward.

[0097] Optionally, four positional relationships can be predetermined, and one of them can be selected as the target positional relationship according to the actual situation. For example, the first positional relationship indicates that the first wheel is in contact with a first area of ​​the manhole cover, where the first area is the area where the manhole cover is located near the first wheel; the second positional relationship indicates that the first wheel is in contact with a second area of ​​the manhole cover, where the second area is the area where the lowest point of the manhole cover is located; the third positional relationship indicates that the first wheel is in contact with a third area of ​​the manhole cover, where the third area is the area where the manhole cover is located away from the first wheel; and the fourth positional relationship indicates that the first wheel is not in contact with the manhole cover.

[0098] This mainly includes the following situations: Case 1: If the unsprung acceleration is greater than the first acceleration threshold, the unsprung jerk is greater than the first jerk threshold, and the peak value is greater than the peak value threshold, then the first positional relationship is taken as the target positional relationship between the first wheel and the road manhole cover.

[0099] This situation represents the process of identifying the first wheel's entry into the manhole cover. The unsprung acceleration UnsprungAcc > the first acceleration threshold UnsprungAcc1, and the unsprung acceleration DUnsprungAcc > the first acceleration threshold DUnsprungAcc1, with the peak value CutPeak > the peak value CutPeak1. At this point, the first positional relationship can be determined, indicating that the first wheel is in contact with the first area of ​​the manhole cover. The first area is the region where the manhole cover is located closer to the first wheel, thus confirming that the first wheel has entered the manhole cover.

[0100] Scenario 2: If the suspension speed is greater than the first speed threshold, the second positional relationship will be used as the target positional relationship between the first wheel and the road manhole cover.

[0101] This situation is the identification process of the first wheel reaching the lowest point of the manhole cover. When the suspension speed Sus is greater than the first speed threshold Sus1, it can be determined that the first wheel is in contact with the second area of ​​the manhole cover. The second area is the area where the lowest point of the manhole cover is located.

[0102] Case 3: If the unsprung acceleration is greater than the second acceleration threshold, and the unsprung jerk is greater than the second jerk threshold, then the third positional relationship shall be taken as the target positional relationship between the first wheel and the road manhole cover.

[0103] This situation is the identification process when the first wheel is about to leave the manhole cover. When the unsprung acceleration UnsprungAcc > the second acceleration threshold UnsprungAcc2 and the unsprung accelerometer DUnsprungAcc > the second acceleration threshold DUnsprungAcc2, it can be determined that the first wheel is in contact with the third area of ​​the road manhole cover. The third area is the area where the road manhole cover is located on the side away from the first wheel. That is, the first wheel is impacted in the direction of departure, and it is identified that the first wheel is about to leave the manhole cover.

[0104] Case 4: If the suspension speed is greater than the second speed threshold and the unsprung acceleration is greater than the third acceleration threshold, then the fourth positional relationship will be used as the target positional relationship between the first wheel and the road manhole cover.

[0105] This situation is the identification process when the first wheel has completely left the manhole cover. When the suspension speed Sus > the second speed threshold Sus2 and the unsprung acceleration UnsprungAcc > the third unsprung acceleration UnsprungAcc3, it can be determined that the first wheel is not in contact with the road manhole cover, that is, the first wheel has completely left the manhole cover, and the manhole cover control process of the first wheel ends.

[0106] Figure 2 This is a schematic diagram of the target positional relationship between a wheel and a road manhole cover provided in an embodiment of this application, wherein 21 represents the first positional relationship, 22 represents the second positional relationship, 23 represents the third positional relationship, and 24 represents the fourth positional relationship.

[0107] In the above embodiments, the specific wheel that is the first wheel is not limited. In practice, if the first wheel is any one of the front wheels of the vehicle, and the second wheel is a rear wheel on the same side as the first wheel, the determination process for the rear wheel will be explained below according to this example. This process can be implemented through steps D1-D3: A1: Get the vehicle's current speed.

[0108] Optionally, the vehicle's current speed is represented by V.

[0109] A2: Based on the current speed and the vehicle's wheelbase, calculate the first time it takes for the second wheel to reach the manhole cover.

[0110] Optionally, the wheelbase of the vehicle is represented by L, and the theoretical time for the second wheel to reach the manhole cover is calculated as T = L / V.

[0111] A3: If the first duration is equal to the first duration threshold, then the process of determining the target position relationship between the second wheel and the manhole cover on the road surface is initiated.

[0112] Thus, if T reaches the first time threshold T1, the process for determining the target position relationship between the second wheel and the manhole cover can be initiated. This process is the same as that for determining the target position relationship between the first wheel and the manhole cover, sequentially executing entry recognition, lowest point recognition, imminent departure recognition, and complete departure recognition to achieve full coverage recognition of the rear wheel manhole cover's working condition, which will not be elaborated here.

[0113] This application's embodiments employ real-time unsprung acceleration, unsprung jerk, and peak value to simultaneously determine the manhole cover entry status. Unlike single-parameter recognition methods, multiple constraints effectively reduce the probability of misjudgments and missed judgments caused by road bumps and potholes. It subdivides the working conditions into manhole cover entry, lowest point impact, imminent departure, and complete detachment, combining the differences between front and rear wheels, resulting in eight working conditions. Simultaneously, it incorporates rear wheel timing prediction recognition, comprehensively covering the entire dynamic process of the wheels passing over the manhole cover, with detailed and comprehensive working condition classification. Based on vehicle speed and wheelbase, it extrapolates and predicts the rear wheel entry time, enabling early identification of the rear wheel manhole cover working condition, compensating for the control lag caused by the time difference between front and rear wheels, and ensuring the recognition timing closely matches the vehicle's actual driving trajectory. The judgment thresholds for each working condition are independently calibrated, adaptable to different vehicle speeds, suspension stiffnesses, and road surfaces with different manhole cover specifications, resulting in stronger recognition adaptability and scenario versatility. The joint determination of multiple features significantly improves the accuracy and response speed of manhole cover working condition recognition.

[0114] Furthermore, from both safety and energy-saving perspectives, this embodiment also includes a working condition exit procedure. In this procedure, if the second time threshold T2 after determining the first positional relationship between the first wheel and the manhole cover is reached, and the judgment process for detecting the target positional relationship between the wheel and the manhole cover is in execution, then the judgment process is exited. In other words, if the overall vehicle body manhole cover recognition working condition fails to exit normally, this procedure can be used to exit, avoiding prolonged operation of the judgment process.

[0115] After obtaining the target positional relationship between the first wheel and the manhole cover, the following operation can be performed to determine the target control current: based on the pre-set correlation between the positional relationship and the control current, a target control current matching the target positional relationship is selected. The target control current is used to instruct the shock absorber to execute the damping adjustment command corresponding to the target control current.

[0116] The system pre-sets the relationship between position and control current. For example, when approaching a manhole cover, the control current is the pre-adjusted damping current. Using this current to control the shock absorber can increase the damping preparatory stiffness. When reaching the lowest point of the manhole cover, the control current is the maximum buffer damping current (e.g., 1600mA or 1400mA). Using this current to control the shock absorber can suppress instantaneous impacts. When leaving, the control current is the recovery smooth damping current. Using this current to control the shock absorber can quickly return it to a smooth damping state. When completely leaving, the control current is the conventional reference damping current. Using this current to control the shock absorber can exit special working conditions and match normal road surface types.

[0117] In this embodiment, the control current is continuously adjustable without gear jumps or time lag. Furthermore, it meticulously classifies the different states of a vehicle passing over a manhole cover and their corresponding damping current requirements, abandoning the blind pursuit of high damping current output caused by single-condition judgment in related technologies. It supplies control current on demand, achieving graded adjustment of the damping current, which reduces useless power consumption in the suspension electronic control system and lowers energy consumption during vehicle operation. In addition, the shock absorber always operates within its suitable operating range, avoiding the shortcomings of fixed damping gears in related technologies that cannot adapt to sudden road conditions, significantly reducing passenger discomfort and dramatically improving ride comfort.

[0118] The above embodiment uses one wheel as an example to illustrate the practical application. When different wheels are used, the control current for the corresponding wheel can be selected. The independent judgment of the manhole cover's condition by all four wheels significantly improves the independence of the vehicle's four directions compared to related technologies that rely on ADAS for road surface recognition.

[0119] To improve the technical solution of this application, the following is introduced: Figure 3 To explain, Figure 3 This is a flowchart illustrating a complete method for the coordinated control of road manhole cover recognition and suspension damping current, provided as an embodiment of this application. Figure 3 It should include at least the following steps: S301: System initialization.

[0120] S302: Acquire sensor signals.

[0121] S303: Signal filtering preprocessing.

[0122] S304: Signal dimension normalization.

[0123] S305: Calculate and identify features.

[0124] S306: Determine whether the trigger condition for the front wheel entering the manhole cover is met. If yes, execute S307; otherwise, execute S302.

[0125] S307: Start-up operating condition timing.

[0126] After starting the operating condition timing, two branches are executed. One branch is the normal execution flow (S308-S313), and the other branch is the execution flow for detecting whether the operating condition has timed out (S314-S315).

[0127] S308: Determine if the lowest point of the manhole cover has been reached. If yes, execute S309; ​​otherwise, execute S307.

[0128] S309: Determine if the front wheels are about to leave. If so, execute S310; otherwise, execute S308.

[0129] S310: Determine if the front wheels are completely off track. If yes, execute S311; otherwise, execute S309.

[0130] S311: Calculate rear wheel delay.

[0131] S312: Rear wheel timing wait.

[0132] S313: Determine if the timing duration meets the target. If yes, execute S306; otherwise, execute S312.

[0133] S314: Check if the operating condition has timed out. If so, execute S315; otherwise, execute S307.

[0134] S315: Forced exit from manhole cover recognition mode.

[0135] The implementation methods for each step are described in the aforementioned embodiments and will not be repeated here.

[0136] This application embodiment utilizes existing sensor data signals from the vehicle body to calculate the vehicle's attitude in real time and intelligently identify manhole cover road conditions, thereby reducing the data acquisition link time of the suspension domain controller and improving the real-time performance of suspension damping adjustment. It combines vehicle speed with data such as suspension and unsprung speeds and acceleration, and after comprehensive processing, identifies manhole cover-type minor road conditions to improve road condition recognition accuracy and reduce reliance on ADAS data. It actively identifies manhole cover road conditions instead of passively matching pre-set road surface and manhole cover types, emphasizing the proactive nature of suspension damping adjustment. It classifies the front and rear axle conditions of the vehicle and the bumps experienced when the vehicle passes over manhole covers in detail, and outputs damping current in segments according to different vehicle body states to improve shock absorption adaptability. In addition, based on discrete sampling operation design, without large-scale matrix operations, the vehicle suspension domain controller can quickly complete real-time calculations with low computing power consumption and high code running efficiency; the algorithm parameter calibration is convenient, only the basic parameters such as threshold, protection time and peak reduction constant need to be corrected according to the vehicle parameters, without the need to install additional high-precision dedicated road condition sensing equipment, and all functions can be realized by relying on the vehicle's existing standard sensors, with low hardware modification costs.

[0137] like Figure 4 As shown, based on the same inventive concept as the above-mentioned road manhole cover identification method, this application embodiment also provides a road manhole cover identification device, which includes a data transmission unit 41 and a data processing unit 42.

[0138] The data transmission unit 41 is used to: acquire the unsprung acceleration, unsprung jerk, suspension speed and peak value of the first wheel at the current moment; wherein the first wheel is any one of the multiple wheels of the vehicle; the peak value represents the change of unsprung acceleration over a period of time; Data processing unit 42 is used to: determine the target position relationship between the first wheel and the road manhole cover based on at least one of the following: the relationship between unsprung acceleration and a set acceleration threshold, the relationship between unsprung jerk and a set jerk threshold, the relationship between suspension speed and a set speed threshold, and the relationship between peak value and a set peak value threshold.

[0139] In an optional implementation, the data processing unit 42 is further configured to: Based on the pre-set correlation between position and control current, a target control current matching the target position is selected; wherein, the target control current is used to instruct the shock absorber to execute the damping adjustment command corresponding to the target control current.

[0140] In one optional implementation, the acceleration threshold includes a first acceleration threshold, a second acceleration threshold, and a third acceleration threshold; the jerk threshold includes a first jerk threshold and a second jerk threshold; and the velocity threshold includes a first velocity threshold and a second velocity threshold. The data processing unit 42 is specifically used for: If the unsprung acceleration is greater than the first acceleration threshold, the unsprung jerk is greater than the first jerk threshold, and the peak value is greater than the peak value threshold, then the first positional relationship is taken as the target positional relationship between the first wheel and the road manhole cover; wherein, the first positional relationship indicates that the first wheel is in contact with the first area of ​​the road manhole cover, and the first area is the area where the road manhole cover is located on the side closer to the first wheel; If the suspension speed is greater than the first speed threshold, the second positional relationship is taken as the target positional relationship between the first wheel and the road manhole cover; wherein, the second positional relationship indicates that the first wheel is in contact with the second area of ​​the road manhole cover, and the second area is the area where the lowest point of the road manhole cover is located. If the unsprung acceleration is greater than the second acceleration threshold, and the unsprung jerk is greater than the second jerk threshold, then the third positional relationship is taken as the target positional relationship between the first wheel and the road manhole cover; wherein, the third positional relationship indicates that the first wheel is in contact with the third area of ​​the road manhole cover, and the third area is the area where the road manhole cover is located on the side away from the first wheel; If the suspension speed is greater than the second speed threshold and the unsprung acceleration is greater than the third acceleration threshold, then the fourth positional relationship is taken as the target positional relationship between the first wheel and the road manhole cover; where the fourth positional relationship means that the first wheel is not in contact with the road manhole cover. The first acceleration threshold is greater than the second acceleration threshold, the second acceleration threshold is greater than the third acceleration threshold; the first jerk threshold is greater than the second jerk threshold, and the first velocity threshold is greater than the second velocity threshold.

[0141] In one alternative implementation, the first wheel is any one of the front wheels of the vehicle, and the second wheel is one of the rear wheels of the vehicle located on the same side as the first wheel. The data processing unit 42 is also used for: Get the vehicle's current speed; Calculate the first time it takes for the second wheel to reach the manhole cover based on the current speed and the vehicle's wheelbase; If the first duration equals the first duration threshold, then the process of determining the target position relationship between the second wheel and the manhole cover on the road surface is initiated.

[0142] In an optional implementation, the data processing unit 42 is further configured to: Get the unsprung acceleration of the previous moment at the current moment; A first conditional quantity is determined based on a first set constant and the unsprung acceleration at the previous moment, and a second conditional quantity is determined based on the first set constant and the unsprung acceleration at the current moment; wherein, the first conditional quantity represents the magnitude of the unsprung acceleration at the previous moment; and the second conditional quantity represents the magnitude of the unsprung acceleration at the current moment. Based on the unsprung acceleration of the previous moment, the unsprung acceleration of the current moment, the relationship between the first conditional quantity and the second conditional quantity, and the state variable of the previous moment, calculate the state variable of the current moment; where the state variable of the previous moment represents the state change of the unsprung acceleration of the first wheel; if the previous moment is the initial moment, then the state variable of the previous moment is preset. The peak value is determined based on the relationship between the first and second conditional quantities, the second conditional quantity, and the state variable at the current moment.

[0143] In one alternative implementation, the data processing unit 42 is specifically used for: If the state variable at the previous moment is the second set constant, and the second conditional quantity is greater than the first conditional quantity, then the absolute value of the unsprung acceleration at the previous moment is determined to be the state variable at the current moment. If the state variable at the previous moment is not the second set constant, and the second conditional quantity is greater than the first conditional quantity, then the smaller of the absolute values ​​of the state variable at the previous moment and the unsprung acceleration at the current moment is determined as the state variable at the current moment. If the second conditional quantity is less than or equal to the first conditional quantity, then the second set constant is determined as the state variable at the current moment.

[0144] In an optional implementation, the data processing unit 42 is further configured to: If the second conditional quantity is greater than the first conditional quantity, then the product of the root mean square value of the unsprung acceleration at the current moment and the state variable at the current moment is determined as the peak value. If the second conditional quantity is less than the first conditional quantity, then the second conditional quantity is determined to be the peak value.

[0145] In one alternative implementation, the data processing unit 42 is specifically used for: The first conditional quantity is determined to be the product of a first set constant and the absolute value of the unsprung acceleration at the previous moment; The second conditional quantity is determined to be the product of the second set constant and the absolute value of the unsprung acceleration at the current moment.

[0146] In an optional implementation, the data processing unit 42 is further configured to: If the second time threshold after determining the first positional relationship between the first wheel and the road manhole cover is in the execution state, then the judgment process for detecting the target positional relationship between the wheel and the road manhole cover is exited.

[0147] In an optional implementation, the data processing unit 42 is further configured to: The initial unsprung acceleration of the first wheel during vehicle operation is collected by an unsprung sensor located at the first wheel. A setting operation is performed on the initial unsprung acceleration to obtain a reference unsprung acceleration; wherein, the setting operation includes some or all of the mean filtering, high-pass filtering, and low-pass filtering processes; The unsprung acceleration is obtained by normalizing the reference unsprung acceleration using gravitational acceleration.

[0148] In an optional implementation, the data processing unit 42 is further configured to: Obtain the tower top velocity and unsprung velocity; whereby the tower top velocity is determined based on the vehicle's multi-directional acceleration and attitude angular velocity; The difference between the speed at the top of the tower and the speed under the spring is determined as the suspension speed.

[0149] In an optional implementation, the data processing unit 42 is further configured to: Calculate the unsprung jerk based on the unsprung acceleration.

[0150] The road manhole cover identification device proposed in this application and the road manhole cover identification method described above adopt the same inventive concept and can achieve the same beneficial effects, so they will not be described again here.

[0151] Based on the same inventive concept as the aforementioned method for identifying road manhole covers, this application also provides an electronic device, which can specifically be a desktop computer, portable computer, smartphone, tablet computer, personal digital assistant (PDA), server, etc. Figure 5 As shown, the electronic device may include a processor 501 and a memory 502.

[0152] Processor 501 can be a general-purpose processor, such as a central processing unit (CPU), digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component, capable of implementing or executing the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.

[0153] Memory 502, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules. Memory may include at least one type of storage medium, such as flash memory, hard disk, multimedia card, card-type memory, random access memory (RAM), static random access memory (SRAM), programmable read-only memory (PROM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), magnetic memory, magnetic disk, optical disk, etc. Memory is any other medium capable of carrying or storing desired program code in the form of instructions or data structures that can be accessed by a computer, but is not limited thereto. Memory 502 in this embodiment may also be a circuit or any other device capable of implementing storage functions for storing program instructions and / or data.

[0154] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned computer storage medium can be any available medium or data storage device that a computer can access, including but not limited to: mobile storage devices, random access memory (RAM), magnetic storage (e.g., floppy disks, hard disks, magnetic tapes, magneto-optical disks (MO), etc.), optical storage (e.g., CDs, DVDs, BDs, HVDs, etc.), and semiconductor storage (e.g., ROMs, EPROMs, EEPROMs, non-volatile memory (NAND flash), solid-state drives (SSDs)) and other media capable of storing program code.

[0155] Alternatively, if the integrated units described above in this application are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this application. The aforementioned storage medium includes: mobile storage devices, random access memory (RAM), magnetic memory (e.g., floppy disks, hard disks, magnetic tapes, magneto-optical disks (MO), etc.), optical memory (e.g., CDs, DVDs, BDs, HVDs, etc.), and semiconductor memory (e.g., ROMs, EPROMs, EEPROMs, non-volatile memory (NAND flash), solid-state drives (SSDs), etc.) and other media capable of storing program code.

[0156] Based on the same inventive concept, this application also provides a computer program product, which includes computer program code. When the computer program code is run on a computer, it causes the computer to execute any of the road manhole cover identification methods discussed above. Since the principle of the above-described computer program product in solving the problem is similar to that of the road manhole cover identification method, the implementation of the above-described computer program product can refer to the implementation of the method, and repeated details will not be described again.

[0157] The above embodiments are only used to provide a detailed description of the technical solutions of this application. However, the description of the above embodiments is only for the purpose of helping to understand the methods of the embodiments of this application and should not be construed as a limitation on the embodiments of this application. Any changes or substitutions that can be easily conceived by those skilled in the art should be covered within the protection scope of the embodiments of this application.

Claims

1. A method for identifying road manhole covers, characterized in that, include: The unsprung acceleration, unsprung jerk, suspension speed, and peak value of the first wheel at the current moment are obtained; wherein, the first wheel is any one of the multiple wheels of the vehicle; the peak value represents the change of unsprung acceleration over a period of time; The target positional relationship between the first wheel and the road manhole cover is determined based on at least one of the following: the relationship between the unsprung acceleration and the set acceleration threshold, the relationship between the unsprung jerk and the set jerk threshold, the relationship between the suspension speed and the set speed threshold, and the relationship between the peak value and the set peak value threshold.

2. The method according to claim 1, characterized in that, The method further includes: Based on the pre-set correlation between positional relationship and control current, a target control current matching the target positional relationship is selected; wherein, the target control current is used to instruct the shock absorber to execute the damping adjustment command corresponding to the target control current.

3. The method according to claim 1, characterized in that, The set acceleration threshold includes a first acceleration threshold, a second acceleration threshold, and a third acceleration threshold; the set jerk threshold includes a first jerk threshold and a second jerk threshold; the set velocity threshold includes a first velocity threshold and a second velocity threshold. Determining the target positional relationship between the first wheel and the manhole cover based on at least one of the following: the relationship between the unsprung acceleration and a set acceleration threshold, the relationship between the unsprung acceleration and a set acceleration threshold, the relationship between the suspension speed and a set speed threshold, and the relationship between the peak value and a set peak value threshold; includes: If the unsprung acceleration is greater than a first acceleration threshold, the unsprung jerk is greater than the first jerk threshold, and the peak value is greater than the peak value threshold, then the first positional relationship is taken as the target positional relationship between the first wheel and the road manhole cover; wherein, the first positional relationship indicates that the first wheel is in contact with a first area of ​​the road manhole cover, and the first area is the area of ​​the road manhole cover located near the first wheel. If the suspension speed is greater than the first speed threshold, then the second positional relationship is taken as the target positional relationship between the first wheel and the road manhole cover; wherein, the second positional relationship indicates that the first wheel is in contact with the second area of ​​the road manhole cover, and the second area is the area where the lowest point of the road manhole cover is located; If the unsprung acceleration is greater than the second acceleration threshold, and the unsprung jerk is greater than the second jerk threshold, then the third positional relationship is taken as the target positional relationship between the first wheel and the road manhole cover; wherein, the third positional relationship indicates that the first wheel is in contact with the third area of ​​the road manhole cover, and the third area is the area of ​​the road manhole cover located away from the first wheel; If the suspension speed is greater than the second speed threshold and the unsprung acceleration is greater than the third acceleration threshold, then the fourth positional relationship is taken as the target positional relationship between the first wheel and the road manhole cover; wherein, the fourth positional relationship indicates that the first wheel and the road manhole cover are not in contact; The first acceleration threshold is greater than the second acceleration threshold, and the second acceleration threshold is greater than the third acceleration threshold; the first jerk threshold is greater than the second jerk threshold, and the first velocity threshold is greater than the second velocity threshold.

4. The method according to claim 1, characterized in that, The first wheel is any one of the front wheels of the vehicle, and the second wheel is one of the rear wheels of the vehicle located on the same side as the first wheel; The method further includes: Obtain the current speed of the vehicle; Based on the current speed and the wheelbase of the vehicle, calculate the first time it takes for the second wheel to reach the manhole cover. If the first duration is equal to the first duration threshold, then the process of determining the target position relationship between the second wheel and the road manhole cover is initiated.

5. The method according to claim 1, characterized in that, The method further includes: Obtain the unsprung acceleration of the previous moment at the current moment; A first conditional quantity is determined based on a first set constant and the unsprung acceleration at the previous moment, and a second conditional quantity is determined based on the first set constant and the unsprung acceleration at the current moment; wherein, the first conditional quantity represents the magnitude of the unsprung acceleration at the previous moment; and the second conditional quantity represents the magnitude of the unsprung acceleration at the current moment. Based on the unsprung acceleration at the previous moment, the unsprung acceleration at the current moment, the relationship between the first conditional quantity and the second conditional quantity, and the state variable at the previous moment, the state variable at the current moment is calculated; wherein, the state variable at the previous moment represents the state change of the unsprung acceleration of the first wheel; if the previous moment is the initial moment, then the state variable at the previous moment is preset. The peak value is determined based on the relationship between the first conditional quantity and the second conditional quantity, the second conditional quantity, and the state variable at the current moment.

6. The method according to claim 5, characterized in that, The step of calculating the state variable at the current moment based on the unsprung acceleration at the previous moment, the unsprung acceleration at the current moment, the relationship between the first conditional quantity and the second conditional quantity, and the state variable at the previous moment includes: If the state variable at the previous moment is a second set constant, and the second conditional quantity is greater than the first conditional quantity, then the absolute value of the unsprung acceleration at the previous moment is determined to be the state variable at the current moment. If the state variable at the previous moment is not the second set constant, and the second condition quantity is greater than the first condition quantity, then the smaller of the absolute values ​​of the state variable at the previous moment and the unsprung acceleration at the current moment is determined as the state variable at the current moment. If the second conditional quantity is less than or equal to the first conditional quantity, then the second set constant is determined to be the state variable at the current moment.

7. The method according to claim 5, characterized in that, Determining the peak value reduction based on the relationship between the first conditional quantity and the second conditional quantity, the second conditional quantity, and the state variable at the current moment includes: If the second conditional quantity is greater than the first conditional quantity, then the product of the root mean square value of the unsprung acceleration at the current moment and the state variable at the current moment is determined to be the peak value. If the second condition quantity is less than the first condition quantity, then the second condition quantity is determined to be the peak value.

8. The method according to claim 5, characterized in that, The step of determining a first conditional quantity based on a first set constant and the unsprung acceleration at the previous moment, and determining a second conditional quantity based on a second set constant and the unsprung acceleration at the current moment, includes: The first conditional quantity is determined to be the product of the first set constant and the absolute value of the unsprung acceleration at the previous moment; The second conditional quantity is determined to be the product of the second set constant and the absolute value of the unsprung acceleration at the current moment.

9. A device for identifying road manhole covers, characterized in that, include: The data transmission unit is used to: acquire the unsprung acceleration, unsprung jerk, suspension speed, and peak value of the first wheel at the current moment; wherein the first wheel is any one of the multiple wheels of the vehicle; and the peak value represents the change in unsprung acceleration over a period of time. The data processing unit is configured to: determine the target position relationship between the first wheel and the road manhole cover based on at least one of the following: the relationship between the unsprung acceleration and the set acceleration threshold, the relationship between the unsprung jerk and the set jerk threshold, the relationship between the suspension speed and the set speed threshold, and the relationship between the peak value and the set peak value threshold.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, 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 8.

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