A method, system, product, and media of optimizing a mine site autonomous vehicle

Abstract

An optimization method, system, product and medium for a mine area autonomous vehicle. The method comprises: acquiring pressure distribution values of a vehicle tire contact area and ground displacement rate in real time to obtain a pressure value set and a displacement rate set; calculating pressure distribution range, pressure distribution local deviation and ground displacement rate change based on the two; when ground support force drops or the ground is unstable, sorting the pressure value set, marking the area with the largest local pressure deviation exceeding a preset threshold as a pressure abnormal concentration area; reducing the first suspension fulcrum height corresponding to the area, while increasing the second suspension fulcrum height corresponding to other areas. Real-time monitoring of the vehicle body inclination and pitch angle, if it exceeds the preset threshold, increase the damping coefficient of the suspension fulcrum of the corresponding direction wheel, to ensure the stability of the vehicle body posture. The technical solution provided in the application improves the stability of the vehicle body posture of the autonomous vehicle in the complex terrain of the mine area.

Description

Technical Field

[0001] This application relates to the field of industrial information and data processing, and in particular to an optimization method, system, product, and medium for autonomous driving vehicles in mining areas. Background Technology

[0002] With the rapid development of autonomous driving technology, autonomous vehicles are gradually being widely used in complex application scenarios such as mining areas and logistics transportation. The working environment in mining areas is complex and dynamically changing, and the road surface is often soft, uneven, or has a large slope, which poses a great challenge to the safe driving of vehicles.

[0003] In related technologies, the challenges posed by complex terrain are typically addressed by optimizing the vehicle chassis adjustment system. For example, the suspension system is adjusted to maintain the vehicle's levelness based on changes in vehicle load; or, when road bumps are detected, the suspension damping is adjusted to absorb vibrations and enhance vehicle comfort.

[0004] However, when vehicles travel through complex terrain in mining areas, road surface characteristics include not only abnormal load distribution but also potential local instability due to soft ground or uneven pressure distribution. Simultaneously, the vehicle's tilt or pitch attitude is also affected. In such situations, existing technologies have limitations in the dynamic monitoring and analysis of ground support forces and vehicle attitude changes, failing to effectively address the multi-factor coupling problem under complex road conditions. This results in delayed chassis adjustment response, thereby reducing the vehicle's operational safety and passability in complex road conditions. Summary of the Invention

[0005] This application provides an optimization method, system, product, and medium for autonomous vehicles in mining areas, which improves the vehicle's attitude stability in complex terrain.

[0006] The first aspect of this application provides an optimization method for autonomous vehicles in mining areas, the method comprising: The system acquires multiple pressure distribution values ​​and ground displacement rates in the vehicle tire contact area in real time, resulting in a pressure value set and a displacement rate set. Based on these sets, it calculates the pressure distribution range, local pressure distribution deviation, and change in ground displacement rate. When a decrease in ground support force or ground instability is detected, the pressure value set is sorted, and the area with the largest pressure value in the sorted set, exceeding a preset pressure distribution deviation threshold, is marked as a pressure anomaly concentration area. The height of one or more first suspension supports corresponding to the pressure anomaly concentration area is reduced, while the height of one or more second suspension supports corresponding to areas other than the pressure anomaly concentration area is increased. The system monitors the vehicle tilt and pitch angles in real time, and when the tilt or pitch angle exceeds a preset angle threshold, it increases the suspension damping coefficient of the wheel suspension supports in the direction of the corresponding tilt or pitch angle.

[0007] In the above embodiments, by acquiring the pressure distribution values ​​and ground displacement rates of the vehicle's tire contact area in real time, and combining this with calculations of the pressure distribution range, local deviations, and changes in ground displacement rates, the system identifies situations of decreased ground support or ground instability. Furthermore, it locates areas of abnormal pressure concentration by sorting the pressure value set. By reducing the height of the first suspension pivot point corresponding to the abnormal concentration area and simultaneously increasing the height of the second suspension pivot point corresponding to other areas, the pressure of the wheels on the ground is redistributed, alleviating the problem of uneven suspension load caused by localized pressure concentration. In addition, the system monitors the vehicle's tilt and pitch angles in real time. When the angles exceed preset thresholds, the system dynamically adjusts the damping coefficient of the corresponding wheel suspension pivot points to suppress the risk of vehicle instability caused by attitude deviations. Through this series of dynamic adjustments, the system can optimize the vehicle's force distribution and attitude balance in complex terrain in real time, ensuring the vehicle's attitude remains stable. This improves the vehicle's attitude stability in complex terrains such as mining areas, providing technical support for unmanned operations under complex conditions.

[0008] In conjunction with some embodiments of the first aspect, in some embodiments, after real-time monitoring of the vehicle body tilt angle and pitch angle, and increasing the suspension damping coefficient of the wheel suspension pivot point in the direction corresponding to the tilt angle or pitch angle when the tilt angle or pitch angle exceeds a preset angle threshold, the method further includes: The system acquires real-time pressure distribution data of the vehicle tire contact area to obtain a set of real-time pressure values. In cases of abnormally concentrated real-time pressure areas, it lowers the height of one or more third suspension pivots corresponding to these areas and raises the height of fourth suspension pivots in areas other than those with abnormally concentrated real-time pressure. It monitors the real-time attitude values ​​of multiple wheel suspension pivot areas, calculates the real-time attitude difference between each value and the mean of all values, and adjusts the suspension damping coefficient of the corresponding wheel suspension pivots based on this difference. The system then monitors the real-time pressure distribution and attitude values ​​again, updates the location of abnormally concentrated pressure areas based on the new data, and continues to adjust the corresponding suspension pivot height and damping coefficient until no new abnormally concentrated pressure areas are generated.

[0009] In the above embodiments, by acquiring the pressure distribution of the vehicle's tire contact area in real time, a set of real-time pressure values ​​is dynamically generated. Combined with the real-time attitude values ​​of the monitored wheel suspension pivot areas, the pressure distribution and attitude balance of each pivot point are comprehensively analyzed. When an area of ​​abnormally concentrated pressure is detected, the height of the third suspension pivot corresponding to that area is reduced, and the height of the fourth suspension pivot in other areas is increased to initially balance the vehicle's pressure distribution. Simultaneously, based on the difference between the real-time attitude value and the mean value of each suspension pivot, the corresponding suspension damping coefficient is dynamically adjusted to suppress attitude deviation. Based on this, changes in pressure distribution and attitude values ​​are continuously monitored, the location of areas of abnormally concentrated pressure is updated in real time, and the pivot height and damping coefficient are repeatedly adjusted until the pressure distribution becomes uniform and no new abnormal areas are generated. This process continuously iterates and optimizes the vehicle's stress state, enabling the vehicle to effectively avoid problems such as uneven suspension load and vehicle attitude imbalance caused by pressure concentration under complex road conditions. This improves the stability and attitude of autonomous vehicles in complex terrain in mining areas, while reducing long-term wear and tear on the suspension system and enhancing vehicle driving safety.

[0010] In conjunction with some embodiments of the first aspect, in some embodiments, after adjusting the height of one or more third suspension supports corresponding to the concentrated area of ​​real-time pressure anomalies to decrease, and adjusting the height of fourth suspension supports corresponding to areas other than the concentrated area of ​​real-time pressure anomalies to increase, the method further includes: The system monitors the dynamic response characteristics of all suspension points in real time. When the dynamic response characteristic value of a suspension point exceeds the preset dynamic response characteristic threshold range, the stiffness value of the corresponding spring is increased if it is above the threshold range, and decreased if it is below or equal to the threshold range. The system calculates the average dynamic response characteristic of all suspension points. For suspension points whose dynamic response characteristic value deviates significantly from the average value (which is greater than the preset response difference threshold), the stiffness value of the corresponding spring is decreased if the dynamic response characteristic value is greater than the average value, and increased if it is less than or equal to the average value.

[0011] In the above embodiments, the performance of the suspension system is optimized by dynamically adjusting the spring stiffness by monitoring the dynamic response characteristics of all suspension points in real time. When the dynamic response characteristic value of a certain suspension point exceeds a preset threshold range, the spring stiffness is increased or decreased depending on whether it is above or below the threshold to address excessive vibration or insufficient response. Simultaneously, by calculating the average dynamic response characteristic value of all points, points that significantly deviate from the average are identified, and their stiffness is further adjusted according to the direction of deviation: stiffness is reduced for points with excessive dynamic response to reduce rigid vibration transmission, and stiffness is increased for points with insufficient dynamic response to enhance their support capacity. Through this adjustment process, the response characteristics of each suspension point of the vehicle can be dynamically balanced, ensuring the vehicle maintains stability under complex road conditions or dynamic load changes, avoiding vehicle posture imbalance and local overload of the suspension system caused by uneven suspension response, thereby improving the vehicle's dynamic balance, handling performance, and durability.

[0012] In conjunction with some embodiments of the first aspect, in some embodiments, after calculating the pressure distribution range, local deviation of pressure distribution, and change in ground displacement rate based on the pressure value set and displacement rate set, the method further includes: The monitored real-time vehicle tilt angle, real-time pitch angle, real-time acceleration data, and real-time terrain slope are input into the preset pressure anomaly concentration area movement trend prediction model to obtain the predicted movement direction data; the height of the suspension support corresponding to the predicted movement direction is reduced and the corresponding damping coefficient is increased according to the preset prediction adjustment range, while the height of the suspension support opposite to the predicted movement direction is increased and the corresponding damping coefficient is decreased according to the prediction adjustment range.

[0013] In the above embodiments, by inputting the vehicle's real-time tilt angle, pitch angle, acceleration data, and terrain slope into a preset prediction model, the direction of movement of the pressure anomaly region is predicted. Based on the prediction results, the height of the suspension pivot corresponding to the predicted direction of movement is reduced and the damping coefficient is increased, while the height of the suspension pivot opposite to the predicted direction is increased and the damping coefficient is decreased. This pre-adjustment of the vehicle's force balance and attitude can prevent vehicle body attitude imbalance caused by the movement of the pressure anomaly region during vehicle operation. Especially in complex terrain or environments with large slope changes, it can stabilize the vehicle's force state in a timely manner, suppress tilting trends, and improve the vehicle's balance and attitude stability in dynamic and complex terrain.

[0014] In conjunction with some embodiments of the first aspect, in some embodiments, after decreasing the height of the suspension fulcrum corresponding to the predicted movement direction and increasing the corresponding damping coefficient by a preset predicted adjustment range, and simultaneously increasing the height of the suspension fulcrum opposite to the predicted movement direction and decreasing the corresponding damping coefficient by a predicted adjustment range, the method further includes: The pressure value of each suspension support area in the pressure value set is compared with the average pressure value of all suspension support pressure value areas. Areas where the pressure value exceeds the preset pressure deviation threshold of the average value are identified as pressure abnormal areas. The corresponding area pressure deviation value is calculated for each pressure abnormal area. The absolute values ​​of the area pressure deviation values ​​are sorted in descending order. When the area pressure deviation value is positive, the height of the corresponding suspension support is reduced and the damping coefficient is increased. When the area pressure deviation value is negative, the height of the corresponding suspension support is increased and the damping coefficient is decreased. The adjustment range is proportional to the absolute value of the pressure deviation value.

[0015] In the above embodiments, by comparing the pressure value of each suspension pivot area with the average pressure value of all pivots, areas where the pressure value exceeds a preset pressure deviation threshold are identified as pressure anomaly areas, and their regional pressure deviation values ​​are calculated. Based on the absolute value of the deviation, the areas with the largest deviations are adjusted first: when the deviation is positive, the height of the corresponding suspension pivot is reduced and the damping coefficient is increased to alleviate excessive pressure concentration; when the deviation is negative, the height of the corresponding suspension pivot is increased and the damping coefficient is decreased to enhance support capacity. This gradually balances the pressure distribution of each suspension pivot, avoiding vehicle posture imbalance caused by excessive or insufficient pressure concentration, ultimately improving the vehicle posture stability and driving safety of autonomous vehicles in complex terrain.

[0016] In conjunction with some embodiments of the first aspect, in some embodiments, after real-time monitoring of the vehicle body tilt angle and pitch angle, and increasing the suspension damping coefficient of the wheel suspension pivot point in the direction corresponding to the tilt angle or pitch angle when the tilt angle or pitch angle exceeds a preset angle threshold, the method further includes: When a vehicle is detected turning, the ground friction and vehicle centrifugal force are monitored in real time. Based on the vehicle's centrifugal force, the height of the outer suspension pivot point is increased and the height of the inner suspension pivot point is decreased, with the adjustment range being proportional to the magnitude of the vehicle's centrifugal force. Based on the ground friction, the suspension damping coefficient on the outer side of the turn is increased and decreased, with the adjustment range being inversely proportional to the magnitude of the ground friction.

[0017] In the above embodiments, by monitoring ground friction and vehicle centrifugal force in real time during vehicle turning, the height and damping coefficient of the suspension pivots are dynamically adjusted to optimize vehicle attitude and balance during turning. Based on the magnitude of the centrifugal force, the height of the outer suspension pivot is increased while the height of the inner pivot is decreased, shifting the vehicle's center of gravity inward and thus counteracting the impact of centrifugal force on vehicle stability. Simultaneously, based on the magnitude of ground friction, the damping coefficient of the outer suspension is increased to enhance support capacity, while the damping coefficient of the inner suspension is decreased to adapt to dynamic load changes, with the adjustment range proportional to the centrifugal force or friction. This coordination mechanism effectively suppresses vehicle roll and attitude imbalance during turning, improving vehicle stability and handling during cornering, ultimately enhancing the vehicle's attitude stability and driving safety in complex terrain and highly dynamic environments.

[0018] In conjunction with some embodiments of the first aspect, in some embodiments, after reducing the height of one or more first suspension pivots corresponding to the area of ​​abnormal pressure concentration, and simultaneously increasing the height of one or more second suspension pivots corresponding to areas other than the area of ​​abnormal pressure concentration based on the principle of vehicle body balance, the method further includes: When a vehicle is detected going downhill, the system monitors the distribution of braking force and changes in vehicle posture in real time. When uneven distribution of braking force is detected, causing the vehicle to tilt forward or to the left or right, the system lowers the height of the front suspension pivot point and increases the damping coefficient. The system raises the height of the rear suspension pivot point and decreases the damping coefficient.

[0019] In the above embodiments, by monitoring the distribution of braking force and changes in vehicle posture in real time during downhill driving, the suspension system is adjusted promptly to improve vehicle stability. When uneven distribution of braking force is detected, causing the vehicle to tilt forward or sideways, the height of the front suspension pivot point is reduced and the damping coefficient is increased to suppress the forward shift of the vehicle's center of gravity and front suspension overload caused by the concentration of braking force on the front axle. Simultaneously, by increasing the height of the rear suspension pivot point and decreasing the damping coefficient, the support capacity and dynamic response of the rear wheels are enhanced, thereby balancing the vehicle posture and optimizing the force distribution. Through this adjustment mechanism, the vehicle instability caused by uneven distribution of braking force or tilting during downhill driving is mitigated, avoiding safety hazards caused by excessive shift of the vehicle's center of gravity or side tilting. Ultimately, this improves the vehicle's posture stability and driving safety under downhill conditions, ensuring its reliability and stability in complex terrain.

[0020] Secondly, embodiments of this application provide an optimization system for autonomous vehicles in mining areas. The optimization system for autonomous vehicles in mining areas includes: one or more processors and a memory; the memory is coupled to the one or more processors and is used to store computer program code, the computer program code including computer instructions, and the one or more processors call the computer instructions to cause the optimization system for autonomous vehicles in mining areas to perform the method described in the first aspect and any possible implementation thereof.

[0021] Thirdly, embodiments of this application provide a computer program product containing instructions that, when the computer program product is run on an optimization system for an autonomous driving vehicle in a mining area, cause the optimization system for the autonomous driving vehicle in the mining area to execute the method described in the first aspect and any possible implementation thereof.

[0022] Fourthly, embodiments of this application provide a computer-readable storage medium including instructions that, when executed on an optimization system for an autonomous driving vehicle in a mining area, cause the optimization system to perform the method described in the first aspect and any possible implementation thereof.

[0023] Understandably, the optimization system for autonomous vehicles in mining areas provided in the second aspect, the computer program product provided in the third aspect, and the computer storage medium provided in the fourth aspect are all used to execute the optimization method for autonomous vehicles in mining areas provided in the embodiments of this application. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods, and will not be repeated here.

[0024] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages: 1. This application identifies situations of decreased ground support or ground instability by acquiring real-time pressure distribution values ​​and ground displacement rates in the vehicle's tire contact area, combined with calculations of pressure distribution range, local deviations, and changes in ground displacement rates. It also locates areas of abnormal pressure concentration by sorting the pressure value set. By reducing the height of the first suspension pivot point corresponding to the abnormal concentration area and simultaneously increasing the height of the second suspension pivot point corresponding to other areas, the pressure of the wheels on the ground is redistributed, mitigating the problem of uneven suspension load caused by localized pressure concentration. Furthermore, the vehicle's tilt and pitch angles are monitored in real-time. When the angles exceed preset thresholds, the damping coefficients of the corresponding wheel suspension pivot points are dynamically adjusted to suppress the risk of vehicle instability caused by attitude deviations. Through this series of dynamic adjustments, the force distribution and attitude balance of the vehicle can be optimized in real-time under complex terrain, ensuring the vehicle's attitude remains stable. This improves the vehicle's attitude stability in complex terrains such as mining areas, providing technical support for unmanned operations under complex conditions.

[0025] 2. This application acquires the pressure distribution of the vehicle's tire contact area in real time, dynamically generates a set of real-time pressure values, and combines this with the real-time attitude values ​​of the monitored wheel suspension pivot points to comprehensively analyze the pressure distribution and attitude balance of each pivot point. When an area of ​​abnormal pressure concentration is detected, the height of the third suspension pivot point corresponding to that area is reduced, while the height of the fourth suspension pivot point in other areas is increased to initially balance the vehicle's pressure distribution. Simultaneously, based on the difference between the real-time attitude value and the mean value of each suspension pivot point, the corresponding suspension damping coefficient is dynamically adjusted to suppress attitude deviation. On this basis, the pressure distribution and attitude value changes are continuously monitored, the location of areas of abnormal pressure concentration is updated in real time, and the pivot point height and damping coefficient are repeatedly adjusted until the pressure distribution tends to be uniform and no new abnormal areas are generated. This process continuously iterates and optimizes the vehicle's stress state, enabling the vehicle to effectively avoid problems such as uneven suspension load and vehicle attitude imbalance caused by pressure concentration under complex road conditions. This improves the stability and attitude of autonomous vehicles in complex terrain in mining areas, while reducing long-term wear and tear on the suspension system and enhancing vehicle driving safety.

[0026] 3. This application optimizes the performance of the suspension system by dynamically adjusting the spring stiffness based on real-time monitoring of the dynamic response characteristics of all suspension points. When the dynamic response characteristic value of a certain suspension point exceeds a preset threshold range, the spring stiffness is increased or decreased depending on whether it is above or below the threshold to address excessive vibration or insufficient response. Simultaneously, by calculating the average dynamic response characteristic value of all points, points that significantly deviate from the average are identified, and their stiffness is further adjusted according to the direction of deviation: stiffness is reduced for points with excessive dynamic response to decrease rigid vibration transmission, and stiffness is increased for points with insufficient dynamic response to enhance their support capacity. Through this adjustment process, the response characteristics of each suspension point of the vehicle can be dynamically balanced, ensuring the vehicle maintains stability under complex road conditions or dynamic load changes, avoiding vehicle posture imbalance and local overload of the suspension system caused by uneven suspension response, thereby improving the vehicle's dynamic balance, handling performance, and durability. Attached Figure Description

[0027] Figure 1 This is a flowchart illustrating an optimization method for autonomous vehicles in mining areas, as described in this application. Figure 2 This is a schematic diagram of a scenario using the optimization method of autonomous driving vehicles in the mining area in an embodiment of this application; Figure 3 This is another flowchart illustrating the optimization method for autonomous vehicles in the mining area in this embodiment of the application; Figure 4This is an exemplary hardware structure diagram of an optimization system for autonomous vehicles in mining areas, as described in this application. Detailed Implementation

[0028] The terminology used in the following embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification and appended claims of this application, the singular expressions “a,” “an,” “the,” “the,” “the,” and “this” are intended to include the plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this application refers to and includes any or all possible combinations of one or more of the listed items.

[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 indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0030] In related technologies, the challenges posed by complex terrain are typically addressed by optimizing the vehicle chassis adjustment system. For example, the suspension system is adjusted to maintain vehicle level based on changes in vehicle load; or suspension damping is adjusted to absorb vibrations and enhance vehicle comfort when road bumps are detected. However, these technologies often focus on responses to changes in vehicle load or single vibration factors, failing to comprehensively consider the coupling relationship between road characteristics and vehicle attitude. In the complex terrain of mining areas, road surfaces are prone to softness, inclination, or irregular pressure distribution, and may even cause vehicle center of gravity shift or attitude imbalance due to decreased ground support or ground instability. Related technologies have limitations in dynamically monitoring ground support, abnormal local pressure distribution, and changes in vehicle attitude, especially under conditions of varying ground displacement rates and multiple factors. The response speed and accuracy of the suspension system are insufficient, often making it difficult to adjust vehicle attitude in a timely manner, resulting in a significant reduction in operational safety and passability.

[0031] In this embodiment, by acquiring the pressure distribution values ​​and ground displacement rate of the vehicle tire contact area in real time, the pressure distribution range, local deviation of pressure distribution, and change in ground displacement rate are comprehensively calculated to dynamically monitor changes in ground support force and instability. When abnormal pressure distribution or ground instability is detected, the pressure value set is sorted to locate the area of ​​concentrated pressure abnormality. The vehicle's stress state is adjusted by lowering the height of the corresponding suspension pivot in that area and raising the height of the suspension pivot in other areas. Furthermore, the adjustment range is dynamically determined based on the magnitude of the local pressure deviation to ensure the accuracy of the adjustment. Further, the vehicle's tilt and pitch angles are monitored in real time, and the suspension damping coefficient is dynamically adjusted according to the angle changes. The adjustment range is proportional to the angle magnitude, thereby effectively suppressing vehicle attitude imbalance in complex terrain. Through comprehensive analysis of multi-dimensional data and dynamic response adjustment, the shortcomings of related technologies in responding to multi-factor coupling problems with lag are overcome, improving the vehicle's attitude stability and operational safety in complex terrain in mining areas.

[0032] Figure 1 This is a flowchart illustrating an optimization method for using autonomous vehicles in mining areas, as described in this application, including the following steps: S101. Real-time acquisition of multiple pressure distribution values ​​and ground displacement rates in the vehicle tire contact area to obtain a set of pressure values ​​and a set of displacement rates.

[0033] Specifically, a distributed array of pressure sensors (such as thin-film pressure sensors, capacitive sensors, or fiber Bragg grating sensors) is evenly distributed in the tread area where the vehicle tires contact the ground, with each sensor corresponding to an independent monitoring point. For multi-axle vehicles, sensors are deployed in the tread area of ​​each wheel.

[0034] A high-precision inertial measurement unit (IMU) is installed in the vehicle chassis to collect acceleration and angular velocity data in real time. Combined with wheel speed sensor signals, the longitudinal and lateral displacement rates of the vehicle are calculated. Simultaneously, visual sensors (such as binocular cameras or LiDAR) installed on the vehicle body calculate the relative displacement of ground feature points using optical flow or point cloud registration algorithms. These displacement rates are then fused using Kalman filtering and other data fusion algorithms to generate a set of ground displacement rates. In complex terrain where visual signals are susceptible to interference, displacement sensors (such as linear variable differential transformers (LVDTs) can be integrated into the tires or suspension system. By monitoring the relative displacement changes between the tires and suspension pivots, and combining this with wheel radius and rotational speed models, the displacement rate of the ground contact point can be indirectly calculated.

[0035] S102. Based on the pressure value set and displacement rate set, calculate the pressure distribution range, local deviation of pressure distribution, and change in ground displacement rate.

[0036] Specifically, the pressure distribution range measures the dispersion of pressure values ​​within the tire contact area. It involves iterating through all data in the pressure value set, finding the maximum and minimum values, and the difference between them is the pressure distribution range. For multi-axle vehicles, one can choose to calculate the range independently for each tire (suitable for suspension system zone control scenarios) or perform a global range calculation on the pressure values ​​of all tires (suitable for overall load balance adjustment scenarios), depending on the control accuracy requirements of the vehicle's suspension system.

[0037] Local pressure distribution deviation is used to assess the degree of deviation between local pressure and the overall average pressure. A local area is defined centered on each pressure sensor node, based on the sensor deployment density, ensuring that each local area contains sufficient neighboring data points to reflect local pressure characteristics. The global average of all pressure values ​​is calculated, i.e., the arithmetic mean of the pressure values ​​from all sensor nodes; then, a local average is calculated for the pressure values ​​within each local area. The difference between the average of each local area and the global average is taken as the absolute value of the local pressure distribution deviation for that area. The larger this value, the more significant the pressure anomaly in that local area.

[0038] Based on the preprocessed displacement rate time series, the displacement rate difference between adjacent moments (the current moment value minus the previous moment value) is calculated to obtain the instantaneous change. If the displacement rate contains multiple dimensions such as longitudinal and lateral (e.g., three-dimensional displacement data acquired through lidar or vision sensors), the change of each component needs to be calculated separately, or the resultant displacement rate change can be obtained through vector synthesis.

[0039] In some embodiments of this application, after calculating the pressure distribution range, local deviation, and ground displacement rate change, a prediction model and dynamic graded adjustment strategy can be introduced to predict the movement trend of the pressure anomaly area and dynamically adjust the height of the suspension support and damping coefficient based on the prediction results, so as to improve the vehicle's foresight in dealing with complex terrain and the accuracy of load distribution.

[0040] First, a neural network-based model for predicting the movement trend of areas with concentrated pressure anomalies is established. This model is built using neural network techniques (such as Long Short-Term Memory (LSTM) or Convolutional Neural Networks (CNN)) and uses historical data sets as training samples. The training data includes multi-dimensional input features, such as historical pressure value sets, vehicle tilt angles, pitch angles, acceleration data (longitudinal / lateral), terrain slope, and the corresponding actual movement direction of the pressure anomaly area (e.g., discretized directional labels such as "moving left-forward" or "moving right-rearward"). The model parameters are optimized using a gradient descent algorithm, enabling the model to learn the mapping relationship between the movement of pressure anomaly areas and vehicle motion states and terrain features. After training, in practical applications, real-time monitored vehicle dynamic parameters can be input into the model, and the predicted movement direction data of the pressure anomaly concentrated areas can be output.

[0041] Vehicle attitude data is acquired by an inertial measurement unit (IMU) for tilt angles (roll and pitch angles); acceleration data is collected by accelerometers for longitudinal acceleration (vehicle acceleration / deceleration) and lateral acceleration (steering centrifugal force), and then vector-summed; terrain slope data is obtained by using lidar or visual sensors to identify road surface slopes, combined with the vehicle positioning system to determine real-time terrain features. This data is then input into a pre-trained model predicting the movement trend of areas with concentrated pressure anomalies, and the predicted movement direction is output after forward propagation calculation.

[0042] After obtaining the predicted movement direction of the area with abnormally concentrated pressure, the height of the suspension support corresponding to the predicted movement direction is reduced to alleviate the pressure concentration in that area; while for the suspension support opposite to the movement direction, its height is increased to balance the overall pressure distribution. The adjustment range is dynamically calculated based on the deviation of the prediction results, using the formula: Suspension height adjustment = k × prediction angle deviation, where k is a pre-set prediction adjustment ratio coefficient.

[0043] While adjusting the suspension height, the damping coefficient is increased in areas of concentrated pressure to enhance the shock absorber's ability to suppress vibration, thereby slowing down the movement of areas of concentrated pressure; for suspension pivots in the opposite direction, the damping coefficient is decreased to allow moderate elastic deformation to balance the vehicle's posture.

[0044] The system analyzes the pressure value set in real time, comparing the pressure value of each suspension pivot point with the average pressure value of all suspension pivot points. Regions exceeding a preset pressure deviation threshold are identified as pressure anomaly areas. Subsequently, for each pressure anomaly area, the regional pressure deviation value is calculated using the formula: Regional pressure deviation value = ∑(All pressure values ​​within the region - Average) × Weighting coefficient. The weighting coefficient can be calculated based on location weights; for example, the weight of tire edge sensors is greater than that of center sensors, indicating that anomalies in edge areas are more likely to cause sideslip risk.

[0045] The calculated pressure deviation values ​​are sorted from largest to smallest absolute value, and adjustments are prioritized for the areas with the greatest pressure anomalies. When the pressure deviation is positive, the height of the corresponding suspension support is lowered and its damping coefficient is increased to reduce local load; when the pressure deviation is negative, the height of the corresponding suspension support is raised and its damping coefficient is decreased to compensate for areas with insufficient stress. The adjustment magnitude is proportional to the absolute value of the pressure deviation. A priority queue control mechanism is employed to ensure that severely abnormal areas are adjusted first, and pressure data is re-acquired after each adjustment to avoid mutual interference between adjustments of multiple areas.

[0046] In the above technical steps, by predicting the movement direction of the abnormal pressure area in real time and dynamically adjusting the height and damping coefficient of the suspension pivot, the traditional fault response is transformed into risk prevention. For example, by predicting the pressure shift before the vehicle climbs the hill, the rear suspension support is strengthened in advance to reduce rear wheel slippage. This can improve the vehicle's running stability and dynamic response capability under complex road conditions, while reducing tire and suspension system wear and extending the service life of vehicle components, thereby improving the vehicle's attitude stability in complex terrain in mining areas.

[0047] S103. When a decrease in ground support force or ground instability is detected, the pressure value set is sorted, and the area corresponding to the pressure value with the largest local deviation exceeding the preset pressure distribution deviation threshold is marked as the pressure abnormal concentration area.

[0048] Specifically, a decrease in ground support reflects an abnormal pressure distribution in the tire-ground contact area, which may lead to vehicle suspension imbalance. If the pressure distribution difference in the tire contact area exceeds a preset pressure difference threshold (such as a critical value calibrated based on vehicle design load and tire specifications), it indicates a significant disparity in pressure distribution within the contact area, resulting in an overall imbalance of support force. If the local pressure deviation exceeds a preset pressure distribution deviation threshold (such as a local overload threshold set based on terrain complexity), it indicates a significant pressure concentration in that area, which may lead to insufficient local ground support force.

[0049] Ground instability refers to the rate of ground deformation caused by vehicle forces exceeding the normal range, which may lead to the vehicle losing stable support. If the rate of change in ground displacement exceeds a preset threshold for ground displacement change (such as the critical value for sudden displacement determined based on the looseness of the soil in the mining area), it indicates that the ground is undergoing rapid deformation (such as subsidence or slippage), and there is a risk of instability.

[0050] When any of the above conditions (decreased support force or ground instability) are triggered, the pressure values ​​in the pressure value set are sorted from high to low, and the regions that simultaneously meet the criteria of "local pressure deviation exceeding the limit" and "pressure value currently the largest in the sort" are selected and marked as areas of abnormal pressure concentration.

[0051] S104. Reduce the height of one or more first suspension supports corresponding to the area of ​​abnormal pressure concentration, and at the same time, increase the height of one or more second suspension supports corresponding to the area other than the area of ​​abnormal pressure concentration.

[0052] Specifically, based on the aforementioned steps, areas of abnormal pressure concentration have been identified, where the corresponding local pressure deviation exceeds a preset threshold. The height of the first suspension support corresponding to the area of ​​abnormal pressure concentration is then reduced to decrease the pressure in that area. In areas with normal or low pressure, the height of the suspension support is increased to redistribute the pressure load.

[0053] like Figure 2 This is a schematic diagram illustrating a scenario using the optimized method for autonomous vehicles in this mining area. It shows a mapping diagram of the vehicle's suspension pivots and tire contact areas, illustrating the correspondence between each pivot point and the tire contact area in a four-wheel independent suspension system. For example... Figure 2 As shown, the vehicle adopts a four-wheel independent suspension structure, with each wheel corresponding to an independent suspension pivot (such as the front left, front right, rear left, and rear right pivots). Each pivot is connected to the vehicle body through components such as shock absorbers and springs, directly controlling the load distribution in the corresponding tire contact area.

[0054] The tire contact area is divided into multiple grid sub-regions according to the sensor locations, and each sub-region is associated with the nearest suspension pivot. For example, the first 1 / 3 of the left front wheel contact area corresponds to the left front suspension pivot, while the last 2 / 3 of the sub-region is associated with the left rear pivot.

[0055] When abnormal pressure concentration is detected in the contact area (the square in front of the left tire) corresponding to the first suspension pivot (the pivot point corresponding to the abnormal area), the pivot height is lowered via the suspension actuator (such as a hydraulic cylinder or air spring) to reduce the tire's contact pressure in that area. The principle is that lowering the pivot height reduces tire compression, transferring the load from the contact area to surrounding non-abnormal areas. Simultaneously, the second suspension pivot (the pivot point corresponding to the non-abnormal area) raises the height of other pivot points to ensure the vehicle's center of gravity remains constant.

[0056] Lowering / raising the suspension pivot point height will increase / decrease the contact pressure between the tires and the ground in that area, thus alleviating localized overload. The adjustment range is proportional to the local pressure deviation, and the calculation formula is: Suspension height adjustment range = k1 × pressure deviation value, where k1 is a preset adjustment coefficient.

[0057] S105. Real-time monitoring of vehicle tilt and pitch angles. When the tilt or pitch angle exceeds a preset angle threshold, the suspension damping coefficient of the wheel suspension pivot in the direction of the corresponding tilt or pitch angle is increased.

[0058] Specifically, a high-precision inertial measurement unit (IMU) is installed at the vehicle's center of gravity. This device integrates an accelerometer and a gyroscope, which can collect the vehicle's lateral and longitudinal acceleration and rotational angular velocity in real time. The raw signal is processed by a fusion algorithm (such as Kalman filtering) to filter out interference such as road bumps, and the vehicle's tilt angle (the angle of left and right roll) and pitch angle (the angle of front and rear pitch) are calculated.

[0059] A pre-set safety threshold for the angle is established, based on parameters such as vehicle suspension travel and center of gravity height. When the absolute value of the angle monitored in real time exceeds the corresponding threshold, an abnormal vehicle posture is determined, triggering the suspension damping adjustment step.

[0060] The damping coefficient of the suspension system determines the shock absorber's ability to dampen vibrations. By increasing the suspension damping coefficient, the shock absorber's ability to suppress vehicle movement can be enhanced, thereby reducing tilt or pitch amplitude. When a tilt or pitch angle exceeds a threshold, the direction of the angle change is determined. For example, if the vehicle tilts to the left (positive angle), the left wheels (left front and left rear suspension pivots) are the pivots corresponding to the tilt direction, and the suspension damping coefficient of these pivots needs to be increased; if the vehicle pitches up (positive pitch angle, such as when climbing a hill), the rear axle wheels (rear suspension pivots) need increased damping.

[0061] The adjustment amount of the suspension damping coefficient is proportional to the absolute value of the angle deviation, and dynamic matching is achieved through a preset proportional coefficient. There are several ways to adjust the suspension drag coefficient. In some embodiments, the damping coefficient of the shock absorber is adjusted by changing the fluid flow resistance through an electro-hydraulic valve; this is suitable for high-precision and fast-response scenarios. In other embodiments, the viscosity of the magnetorheological fluid inside the shock absorber is controlled by a magnetic field to quickly adjust the damping force, suitable for complex dynamic conditions. In still other embodiments, the damping adjustment is achieved by changing the preload of the shock absorber's mechanical components through a motor drive, but the response speed is relatively slow.

[0062] In some embodiments of this application, when the vehicle is detected to be turning, the centrifugal force and ground friction of the vehicle can be monitored in real time, and the height and damping coefficient of the inner and outer suspension systems can be dynamically adjusted based on these data to balance the body roll moment, optimize the tire contact load, and improve turning stability and handling safety under complex working conditions.

[0063] The system uses a combination of steering wheel angle sensor, wheel speed sensor, and lateral acceleration sensor to determine if the vehicle is entering a turning phase. When the steering wheel angle exceeds a preset threshold and the lateral acceleration is greater than a preset threshold, a turning adjustment operation is triggered. After detecting a turn, the lateral acceleration of the vehicle is measured using an accelerometer, and the centrifugal force is calculated based on the vehicle's mass: F = m × c, where F is the centrifugal force, m is the vehicle mass, and c is the lateral acceleration. The direction of the centrifugal force points outwards during the turn. Ground friction is measured directly by tire force sensors or indirectly estimated based on tire vertical load and friction coefficient (preset based on road surface type).

[0064] Centrifugal force points outwards during a turn, therefore the height of the outer suspension pivot point needs to be increased to improve the contact pressure on the outer tire, while the height of the inner suspension pivot point needs to be decreased to balance the vehicle's center of gravity. This is achieved by increasing the suspension pivot point height of the outer wheel (e.g., the right wheel in a left turn) using a suspension actuator (such as an air spring or hydraulic cylinder). The adjustment amount is proportional to the magnitude of the centrifugal force, calculated as: Suspension height adjustment = k2 × centrifugal force, where k2 is the turning adjustment ratio coefficient. Lowering the inner wheel suspension height by the same ratio shifts the vehicle's center of gravity projection outwards, balancing the roll moment.

[0065] While adjusting the suspension height, the damping coefficient of the outer suspension during cornering is adjusted inversely based on the magnitude of ground friction. When ground friction is high, the damping coefficient of the outer suspension is decreased to make the suspension system more flexible, thereby improving the vehicle's dynamic response. When ground friction is low, the damping coefficient of the outer suspension is increased to enhance the suspension's anti-roll effect. The adjustment range is inversely proportional to the magnitude of friction; damping coefficient adjustment amount = k3 × (1 / ground friction), where k3 is the friction damping adjustment proportional coefficient. Magnetorheological dampers are used, where the viscosity of the damping fluid is changed by adjusting the magnetic field strength to quickly adjust the damping coefficient; alternatively, hydraulic dampers can be used to adjust the damping coefficient by changing the opening size of the hydraulic valve.

[0066] In the above technical steps, by monitoring the vehicle's centrifugal force and ground friction in real time and dynamically adjusting the suspension height and damping coefficient, the vehicle's roll amplitude during cornering can be reduced, improving vehicle stability and enabling it to adapt to different cornering conditions. This effectively reduces the risk of rollover and skidding, while also enhancing the vehicle's dynamic response capability.

[0067] In the above embodiments, by acquiring the pressure distribution values ​​and ground displacement rates of the vehicle's tire contact area in real time, and combining this with calculations of the pressure distribution range, local deviations, and changes in ground displacement rates, the system identifies situations of decreased ground support or ground instability. Furthermore, it locates areas of abnormal pressure concentration by sorting the pressure value set. By reducing the height of the first suspension pivot point corresponding to the abnormal concentration area and simultaneously increasing the height of the second suspension pivot point corresponding to other areas, the pressure of the wheels on the ground is redistributed, alleviating the problem of uneven suspension load caused by localized pressure concentration. In addition, the system monitors the vehicle's tilt and pitch angles in real time. When the angles exceed preset thresholds, the system dynamically adjusts the damping coefficient of the corresponding wheel suspension pivot points to suppress the risk of vehicle instability caused by attitude deviations. Through this series of dynamic adjustments, the system can optimize the vehicle's force distribution and attitude balance in complex terrain in real time, ensuring the vehicle's attitude remains stable. This improves the vehicle's attitude stability in complex terrains such as mining areas, providing technical support for unmanned operations under complex conditions.

[0068] In other embodiments of this application, when a continuous area of ​​abnormal pressure concentration or a deviation in vehicle posture occurs during vehicle operation, it may lead to an imbalance in the force distribution of the vehicle and exacerbate posture instability. The optimization method for autonomous vehicles in mining areas provided in this application can continuously monitor pressure distribution and posture values, update the location of areas of abnormal pressure concentration in real time, dynamically adjust the height of the suspension pivots and the damping coefficient, and gradually optimize the vehicle's force state and posture balance, thereby ensuring the vehicle's stability in complex terrain.

[0069] like Figure 3 The diagram shown is another flowchart illustrating the optimization method for autonomous vehicles in mining areas provided in this application, including the following steps: S301. Real-time acquisition of multiple pressure distribution values ​​and ground displacement rates in the contact area of ​​the vehicle tires, resulting in a set of pressure values ​​and a set of displacement rates.

[0070] S302. Based on the pressure value set and displacement rate set, calculate the pressure distribution range, local deviation of pressure distribution, and change in ground displacement rate.

[0071] S303. When a decrease in ground support force or ground instability is detected, the pressure value set is sorted, and the area corresponding to the pressure value with the largest local deviation exceeding the preset pressure distribution deviation threshold is marked as the pressure abnormal concentration area.

[0072] S304. Reduce the height of one or more first suspension supports corresponding to the area of ​​abnormal pressure concentration, and at the same time, increase the height of one or more second suspension supports corresponding to the area other than the area of ​​abnormal pressure concentration.

[0073] In some embodiments, when the vehicle is detected to be in a downhill condition, the height and damping coefficient of the front and rear suspension pivots of the vehicle body are dynamically adjusted by real-time monitoring of the vehicle's braking force distribution and body posture changes. This can effectively prevent the vehicle body from tilting forward or to the left or right, thereby improving the vehicle's downhill stability and driving safety.

[0074] The vehicle uses an onboard slope sensor (such as a MEMS tilt sensor) to measure the road slope in real time. Combined with the longitudinal acceleration sensor signal (the negative value of longitudinal acceleration increases when the vehicle is going downhill), the system comprehensively determines whether the vehicle has entered a downhill state.

[0075] When excessive front wheel braking force is detected causing the vehicle to tilt forward, the first step is to adjust the front suspension pivot point. Specifically, the height of the front suspension pivot point is lowered, and the suspension damping coefficient is increased simultaneously. Lowering the front suspension height aims to reduce the forward shift of the vehicle's center of gravity, mitigating excessive compression of the front wheels due to concentrated braking force, thereby effectively controlling the vehicle's tilt angle. Simultaneously, increasing the front suspension damping coefficient suppresses vibration amplitude at the suspension pivot point, preventing vehicle shaking or dynamic instability caused by uneven road surfaces or fluctuations in braking force. This combined adjustment ensures that the front wheels maintain stable vehicle operation even under significant braking force.

[0076] To further balance the load on the front and rear axles, adjustments were made to the rear suspension pivot points. Specifically, the height of the rear suspension pivot points was increased, while the damping coefficient was simultaneously reduced. Increasing the rear suspension height enhances the support of the rear axle, preventing it from becoming "unsupported" due to excessive pressure on the front axle, thus balancing the power distribution between the front and rear axles. At the same time, reducing the rear suspension damping coefficient enhances the rear wheels' flexibility in responding to road undulations, allowing the vehicle to adapt more flexibly to terrain changes on complex downhill sections. This adjustment not only effectively reduces lateral body roll but also ensures high stability and handling performance during dynamic changes.

[0077] In the above technical steps, by monitoring the vehicle's braking force distribution and body posture changes in real time, and dynamically adjusting the height and damping coefficient of the front and rear suspension pivots, the forward tilt angle of the vehicle body when going downhill can be significantly reduced, the load distribution of the front and rear axles can be balanced, and the left and right tilting trend of the vehicle body can be suppressed. This optimizes the dynamic stability of the vehicle during downhill driving, improves the driving safety of the vehicle, and reduces the long-term wear and tear on the suspension system caused by posture imbalance.

[0078] S305: Real-time monitoring of vehicle tilt and pitch angles. When the tilt or pitch angle exceeds a preset angle threshold, the suspension damping coefficient of the wheel suspension pivot in the direction of the corresponding tilt or pitch angle is increased.

[0079] S306. Obtain the pressure distribution in the contact area of ​​the vehicle tires in real time to obtain a set of real-time pressure values. S307. Determine if there are areas of concentrated real-time pressure anomalies. If so, proceed with step S308 below; If not, return to step S306 above; Specifically, the real-time pressure values ​​are sorted from highest to lowest, and a mapping relationship is established between each pressure value and its corresponding sensor location (i.e., the tire contact area sub-region). The sorted pressure values ​​are then iterated through, and the local area corresponding to each pressure value is verified: whether the local pressure deviation in this area exceeds a preset pressure value threshold and whether the pressure value is the maximum value in the currently unmarked area. Areas that simultaneously meet these conditions are marked as areas with abnormally concentrated real-time pressure.

[0080] If there is a region of concentrated real-time pressure anomalies, proceed to step S308 below and adjust again based on the real-time values; if there is no region of concentrated real-time pressure anomalies, return to step S306 above and continue data acquisition to monitor whether a region of concentrated real-time pressure anomalies occurs.

[0081] S308. Adjust the height of one or more third suspension points corresponding to the real-time pressure anomaly concentration area to decrease, and adjust the height of the fourth suspension point corresponding to the area other than the real-time pressure anomaly concentration area to increase.

[0082] S309. Monitor the real-time attitude values ​​of multiple wheel suspension pivot areas, calculate the real-time attitude difference between each real-time attitude value and the average of all real-time attitude values, and adjust the suspension damping coefficient of the corresponding wheel suspension pivot area according to the real-time attitude difference.

[0083] Specifically, high-precision attitude sensors (such as gyroscopes, accelerometers, or inclinometers) installed near the vehicle's suspension pivots collect attitude values ​​of each wheel's suspension pivot in real time. These attitude values ​​typically include the wheel's tilt angle, pitch angle, or displacement angle, reflecting the changes in suspension position and angle under dynamic vehicle conditions.

[0084] Calculate the mean value for all fulcrums for each attitude parameter. Compare the real-time attitude value of each suspension fulcrum with the calculated mean value to obtain the real-time attitude difference. The larger the absolute value of the attitude difference for a single fulcrum, the more significant the deviation of that fulcrum's attitude from the overall value.

[0085] The adjustment of the damping coefficient is directly proportional to the absolute value of the attitude difference, and the direction follows the principle that the greater the difference, the stronger the damping. When the attitude difference of a certain pivot point is positive and large, it indicates that the pivot point is too high or biased in a certain direction relative to the overall attitude reference. In this case, its suspension damping coefficient needs to be increased to suppress the vibration amplitude of the pivot point and reduce the offset trend. When the attitude difference of a certain pivot point is negative and large, it indicates that the pivot point is too low relative to the overall attitude reference. In this case, its suspension damping coefficient should be decreased to make it more responsive to vehicle dynamics and improve the suspension flexibility.

[0086] The dynamic adjustment algorithm for the damping coefficient integrates single-parameter and multi-parameter adjustments. Single-parameter adjustment is primarily based on the vertical displacement difference; multi-parameter integration combines the weighted sum of displacement, velocity, and acceleration differences to avoid the bias of a single parameter. When the attitude differences of multiple support points have the same sign (e.g., vehicle roll), the adjustment is uniformly based on the mean difference; when the signs are opposite (e.g., pitch vibration), the damping of the front and rear support points is adjusted separately to suppress vibration in a specific direction.

[0087] In some embodiments, when a vehicle travels on uneven roads or slopes, the attitude values ​​of each suspension pivot point may deviate significantly due to differences in force caused by the terrain undulations. This could lead to excessive vibration in the front suspension and insufficient response in the rear suspension, resulting in increased body sway and reduced ride comfort. To address this issue, the attitude values ​​of the suspension pivot points are monitored in real time, the attitude difference of each pivot point is calculated, and the corresponding suspension damping coefficient is dynamically adjusted. When a positive and large attitude difference is detected at the front suspension pivot point, its damping coefficient is appropriately increased to suppress vibration; conversely, if the attitude difference at the rear suspension pivot point is negative, its damping coefficient is decreased to improve flexible response. Through this technical step, the vehicle can maintain stability under complex road conditions, significantly reducing body sway, improving dynamic stability and driving comfort, while also reducing wear on the suspension system.

[0088] In other embodiments, by monitoring the dynamic response characteristics of all suspension points of the suspension system in real time, the stiffness of the corresponding springs can be dynamically adjusted according to the deviation and changes in the characteristics, thereby optimizing the vehicle's suspension performance and further improving the vehicle's attitude stability and road adaptability.

[0089] The dynamic response characteristics of the suspension system (such as amplitude, frequency, or acceleration) are collected in real time by high-precision dynamic response sensors (such as accelerometers or vibration sensors) installed at each suspension pivot. The collected dynamic response characteristics are compared with a preset dynamic response characteristic threshold range. If the dynamic response characteristic value of a suspension pivot exceeds the threshold range, adjustment measures are taken according to the specific situation. When the dynamic response characteristic value is higher than the threshold range, it indicates that the vibration at that pivot is too severe, which may lead to a decrease in vehicle stability; the stiffness of the corresponding spring is increased to suppress vibration. When the dynamic response characteristic value is lower than or equal to the threshold range, it indicates that the dynamic response of that pivot is insufficient and may have difficulty adapting quickly to terrain changes; the stiffness of the spring is decreased to improve the flexibility of the response.

[0090] The mean value of the dynamic response characteristics of all suspension supports is calculated. After calculating the mean, the dynamic response characteristic value of each support is compared with the mean to determine whether it deviates significantly. When the dynamic response characteristic value of a support is greater than the mean and exceeds a preset difference threshold, it indicates that the support may be too rigid. In this case, the spring stiffness value is appropriately reduced to improve the flexible response capability and reduce vibration and impact. When the dynamic response characteristic value of a support is less than or equal to the mean and exceeds the preset difference threshold, it indicates that the support may be too soft. In this case, the spring stiffness value is appropriately increased to enhance the support capability and balance the dynamic response of the vehicle.

[0091] The stiffness of suspension springs is typically adjusted using pneumatic or electronically controlled spring technology. In pneumatic springs, stiffness is adjusted by changing the internal air pressure of the air chamber: increasing air pressure increases spring stiffness, enhancing support and suppressing vibrations; decreasing air pressure decreases spring stiffness, making the suspension system more flexible and adaptable to complex terrain. In electronically controlled springs, the stiffness characteristics can be altered by adjusting the built-in current or magnetic field strength, allowing for rapid response to vehicle dynamics. When the response characteristics of multiple support points significantly deviate from the mean, a weighted adjustment strategy is employed: support points with larger absolute differences are adjusted first, with the adjustment amount proportional to the degree of deviation.

[0092] In the above technical steps, by monitoring the dynamic response characteristic value of the suspension system in real time and dynamically adjusting the spring stiffness value according to the change of the characteristic value, the dynamic response capability of the suspension system can be optimized, abnormal vibration of the vehicle can be suppressed, the dynamic performance of each suspension support can be balanced, the stability of the vehicle under complex road conditions can be improved, the service life of the suspension system can be extended, and the safety risks caused by dynamic imbalance can be reduced.

[0093] Steps S301-S305, S306, and S308 Figure 1 Steps S101-S105 in the illustrated embodiment are similar and can be found in the descriptions of steps S101-S105, which will not be repeated here.

[0094] In the above embodiment, when an area of ​​abnormally concentrated pressure is detected on the vehicle, the height of the third suspension pivot corresponding to that area is lowered while the height of the fourth suspension pivot corresponding to other areas is raised. This redistributes the vehicle's load to alleviate local overload problems. Simultaneously, the real-time attitude values ​​of multiple suspension pivots are monitored. By calculating the attitude difference for each area, the suspension damping coefficient is further adjusted to suppress vehicle tilting or pitching instability caused by attitude deviations. Subsequently, real-time pressure distribution and attitude data are acquired again, the location of the area of ​​abnormally concentrated pressure is updated, and the suspension height and damping coefficient are repeatedly adjusted until the abnormal area disappears. Through this cyclical detection and dynamic adjustment mechanism, the vehicle can respond to complex terrain or dynamic load changes, gradually improving the uniformity of vehicle load and attitude balance, thereby enhancing the stability and driving safety of autonomous vehicles in complex mining environments.

[0095] The following describes an exemplary optimization system 400 for autonomous vehicles in mining areas, provided in an embodiment of this application. Figure 4 This is an exemplary hardware structure diagram of the optimization system 400 for autonomous vehicles in mining areas provided in this application embodiment.

[0096] In some embodiments, the optimization system 400 for the autonomous driving vehicle in the mining area includes a computer device. The computer device includes a processor, memory, and a network interface connected via a system bus. The processor of the computer device provides computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The database of the computer device is used to store data. The network interface of the computer device is used to communicate with other external terminals or servers via a network connection. In some embodiments, the network interface can be a wired network interface; in some embodiments, the network interface can also be a wireless network interface. When the computer program is executed by the processor, it implements the methods in the embodiments of this application.

[0097] Those skilled in the art will understand that Figure 4 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0098] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0099] As used in the above embodiments, depending on the context, the term "when..." can be interpreted as "if...", "after...", "in response to determining...", or "in response to detecting...". Similarly, depending on the context, the phrase "when determining..." or "if (the stated condition or event) is interpreted as "if determining...", "in response to determining...", "when (the stated condition or event) is detected", or "in response to detecting (the stated condition or event)".

[0100] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state drive), etc.

[0101] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. An optimization method for autonomous driving vehicles in mining areas, characterized in that, include: Real-time acquisition of multiple pressure distribution values ​​and ground displacement rates in the vehicle tire contact area yields a set of pressure values ​​and a set of displacement rates. Based on the set of pressure values ​​and the set of displacement rates, calculate the pressure distribution range, the local deviation of pressure distribution, and the change in ground displacement rate; When a decrease in ground support force or ground instability is detected, the pressure value set is sorted, and the area corresponding to the largest pressure value in the sorted area with a local pressure deviation exceeding a preset pressure distribution deviation threshold is marked as a pressure anomaly concentration area; a decrease in ground support force is defined as a pressure distribution range greater than a preset pressure range threshold or a local pressure distribution deviation greater than a pressure distribution deviation threshold; ground instability is defined as a change in ground displacement rate greater than a preset ground displacement change threshold. The height of one or more first suspension points corresponding to the area of ​​abnormal pressure concentration is reduced, while the height of one or more second suspension points corresponding to areas other than the area of ​​abnormal pressure concentration is increased; the adjustment range of the height of the first suspension points is proportional to the magnitude of the local pressure deviation. The vehicle body tilt angle and pitch angle are monitored in real time. When the tilt angle or pitch angle exceeds a preset angle threshold, the suspension damping coefficient of the wheel suspension pivot point in the direction corresponding to the tilt angle or pitch angle is increased. The adjustment range of the suspension damping coefficient is proportional to the magnitude of the tilt angle or pitch angle.

2. The method according to claim 1, characterized in that, In addition to real-time monitoring of vehicle tilt and pitch angles, when the tilt or pitch angle exceeds a preset angle threshold, the method further includes increasing the suspension damping coefficient of the wheel suspension pivot point in the direction corresponding to the tilt or pitch angle. Real-time pressure distribution in the tire contact area of ​​a vehicle is obtained to create a set of real-time pressure values. In the presence of a real-time pressure anomaly concentration area, adjust the height of one or more third suspension supports corresponding to the real-time pressure anomaly concentration area to decrease, and adjust the height of the fourth suspension supports corresponding to areas other than the real-time pressure anomaly concentration area to increase. Monitor the real-time attitude values ​​of multiple wheel suspension pivot areas, calculate the real-time attitude difference between each real-time attitude value and the mean of all real-time attitude values, and adjust the suspension damping coefficient of the corresponding wheel suspension pivot area according to the real-time attitude difference. The real-time pressure distribution and attitude values ​​are monitored again, and the location of the pressure anomaly concentration area is updated based on the new monitoring data. The corresponding suspension support height and damping coefficient are adjusted until no new pressure anomaly concentration area is generated.

3. The method according to claim 2, characterized in that, After adjusting the height of one or more third suspension points corresponding to the concentrated area of ​​real-time pressure anomalies to decrease, and adjusting the height of fourth suspension points corresponding to areas other than the concentrated area of ​​real-time pressure anomalies to increase, the method further includes: Real-time monitoring of the dynamic response characteristics of all suspension points in the suspension system; When the dynamic response characteristic value of a certain suspension fulcrum is detected to exceed the preset dynamic response characteristic threshold range, if it is higher than the dynamic response characteristic threshold range, the stiffness value of the corresponding spring is increased; if it is lower than or equal to the dynamic response characteristic threshold range, the stiffness value of the corresponding spring is decreased. Calculate the average dynamic response characteristics of all suspension points. For suspension points whose dynamic response characteristics significantly deviate from the average dynamic response characteristics (where the dynamic response characteristic value is greater than a preset response difference threshold), decrease the corresponding spring stiffness value when the dynamic response characteristic value is greater than the average dynamic response characteristics value, and increase the corresponding spring stiffness value when the dynamic response characteristic value is less than or equal to the average dynamic response characteristics value.

4. The method according to claim 1, characterized in that, After calculating the pressure distribution range, local deviation of pressure distribution, and change in ground displacement rate based on the pressure value set and the displacement rate set, the method further includes: The monitored vehicle tilt angle, pitch angle, acceleration data, and terrain slope are input into a preset movement trend prediction model for areas with concentrated pressure anomalies to obtain predicted movement direction data. The movement trend prediction model for areas with concentrated pressure anomalies is obtained by training historical data sets and corresponding movement direction data using a neural network model in advance. The height of the suspension fulcrum corresponding to the predicted movement direction is reduced by a preset predicted adjustment range, and the corresponding damping coefficient is increased. At the same time, the height of the suspension fulcrum opposite to the predicted movement direction is increased by the predicted adjustment range, and the corresponding damping coefficient is decreased.

5. The method according to claim 4, characterized in that, After decreasing the height of the suspension fulcrum corresponding to the predicted movement direction by a preset predicted adjustment range and increasing the corresponding damping coefficient, and simultaneously increasing the height of the suspension fulcrum opposite to the predicted movement direction by the predicted adjustment range and decreasing the corresponding damping coefficient, the method further includes: Compare the pressure value of each suspension fulcrum region in the pressure value set with the average pressure value of all suspension fulcrum pressure value regions, and determine the region where the pressure value exceeds the preset pressure deviation threshold of the average as the pressure abnormal region. For each of the pressure anomaly regions, a corresponding regional pressure deviation value is calculated; the regional pressure deviation value is the weighted average of the absolute differences between all pressure values ​​in the pressure anomaly region and the mean of the pressure value set. The absolute values ​​of the regional pressure deviations are sorted in descending order. When the regional pressure deviation is positive, the height of the corresponding suspension support is reduced and the damping coefficient is increased. When the regional pressure deviation is negative, the height of the corresponding suspension support is increased and the damping coefficient is decreased. The adjustment range is proportional to the absolute value of the pressure deviation.

6. The method according to claim 1, characterized in that, In addition to real-time monitoring of vehicle tilt and pitch angles, when the tilt or pitch angle exceeds a preset angle threshold, the method further includes increasing the suspension damping coefficient of the wheel suspension pivot point in the direction corresponding to the tilt or pitch angle. When a vehicle is detected turning, the ground friction and vehicle centrifugal force are monitored in real time. Based on the vehicle's centrifugal force, the height of the outer suspension support point during the turn is increased, and the height of the inner suspension support point during the turn is decreased. The adjustment range is proportional to the magnitude of the vehicle's centrifugal force. The outer side of the turn is the direction in which the vehicle's centrifugal force points, and the inner side of the turn is the opposite direction to the vehicle's centrifugal force. Based on the ground friction, the suspension damping coefficient on the outer side of the turn is increased or decreased, with the adjustment range inversely proportional to the magnitude of the ground friction.

7. The method according to claim 1, characterized in that, After reducing the height of one or more first suspension pivots corresponding to the area of ​​abnormal pressure concentration, and simultaneously, based on the principle of vehicle body balance, increasing the height of one or more second suspension pivots corresponding to areas other than the area of ​​abnormal pressure concentration, the method further includes: When a vehicle is detected going downhill, the distribution of braking force and changes in vehicle posture are monitored in real time. When uneven braking force distribution is detected, causing the vehicle to tilt forward or sideways, the height of the front suspension pivot point is reduced, and the damping coefficient is increased. The height of the rear suspension pivot point is increased to reduce the damping coefficient.

8. An optimization system for autonomous driving vehicles in mining areas, characterized in that, The optimization system for the autonomous driving vehicle in the mining area includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code including computer instructions, and the one or more processors call the computer instructions to cause the optimization system for the autonomous driving vehicle in the mining area to perform the method as described in any one of claims 1-7.

9. A computer program product containing instructions, characterized in that, When the computer program product is run on the optimization system of the autonomous driving vehicle in the mining area, the optimization system of the autonomous driving vehicle in the mining area performs the method as described in any one of claims 1-7.

10. A computer-readable storage medium comprising instructions, characterized in that, When the instruction is run on the optimization system of the autonomous driving vehicle in the mining area, the optimization system of the autonomous driving vehicle in the mining area performs the method as described in any one of claims 1-7.

Images