Detection methods, devices, and storage media

Abstract

The embodiment of the application provides a kind of detection method, equipment and storage medium, it is applied to vehicle, first detection unit and second detection unit are deployed on vehicle, involve vehicle brake detection technical field.The method comprises: in response to the brake of vehicle, the first acceleration and the first angular velocity of vehicle are collected by first detection unit, the second acceleration and the second angular velocity of vehicle are collected by second detection unit;According to first acceleration and second acceleration, determine the pitch angle of vehicle in braking process;According to pitch angle, first angular velocity and second angular velocity, determine the nodding index of vehicle;Nodding index includes the nodding quantization parameter of multiple dimensions of vehicle in braking process;Vehicle brake nodding detection result is generated based on nodding index.The scheme of the application improves the accuracy of brake nodding detection of vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle brake testing technology, and in particular to a testing method, equipment and storage medium. Background Technology

[0002] Brake dive refers to the pitching and sag of a vehicle due to inertia during braking. In some embodiments, to improve passenger comfort, brake dive testing is necessary to address the issue and improve brake dive performance based on the test results.

[0003] In related technologies, accelerometers and gyroscopes can be deployed on vehicles. In response to braking, the vehicle uses accelerometers to acquire the vertical acceleration during braking and gyroscopes to acquire the pitch rate during braking. Then, the vehicle determines the pitch angle during braking dive based on the vertical acceleration and pitch rate, and uses the pitch angle to determine the detection result. However, the accuracy of braking dive detection using this method is relatively poor. Summary of the Invention

[0004] This application provides a detection method, device, and storage medium to improve the accuracy of braking dive detection of vehicles.

[0005] In a first aspect, embodiments of this application provide a detection method applied to a vehicle, wherein a first detection unit and a second detection unit are deployed on the vehicle, including:

[0006] In response to vehicle braking, the first detection unit collects the vehicle's first acceleration and first angular velocity, and the second detection unit collects the vehicle's second acceleration and second angular velocity.

[0007] Determine the vehicle's pitch angle during braking based on the first and second accelerations;

[0008] Based on the pitch angle, first angular velocity, and second angular velocity, the vehicle's pitch index is determined; the pitch index includes multiple dimensions of pitch quantification parameters during the vehicle's braking process.

[0009] The detection results of vehicle braking dive are generated based on the dive index.

[0010] In some embodiments, determining the pitch angle of the vehicle during braking based on a first acceleration and a second acceleration includes:

[0011] The difference between the first acceleration and the second acceleration is defined as the vertical acceleration difference.

[0012] The pitch angle is determined based on the difference in vertical acceleration.

[0013] In some embodiments, determining the pitch angle based on the vertical acceleration difference includes:

[0014] Based on the vertical acceleration difference, the displacement difference between the first detection unit and the second detection unit is determined;

[0015] The pitch angle is determined based on the displacement difference.

[0016] In some embodiments, determining the displacement difference between the first detection unit and the second detection unit based on the vertical acceleration difference includes:

[0017] The vertical acceleration difference is integrated to obtain the vertical velocity difference between the first detection unit and the second detection unit.

[0018] The displacement difference is obtained by integrating the vertical velocity difference.

[0019] In some embodiments, determining the vehicle's pitch index based on the pitch angle, a first angular velocity, and a second angular velocity includes:

[0020] The pitch angle index of the vehicle during braking is determined based on the pitch angle.

[0021] Based on the first angular velocity and the second angular velocity, determine the angular velocity index of the vehicle during braking;

[0022] Among them, the nodding indicators include pitch angle and angular velocity.

[0023] In some embodiments, determining a pitch angle index of the vehicle during braking based on the pitch angle includes:

[0024] The maximum pitch angle is determined as the maximum nod angle.

[0025] The pitch angle is used to determine the vehicle's nose-dive convergence duration during braking.

[0026] Among them, the pitch angle index includes the maximum pitch angle and pitch convergence time.

[0027] In some embodiments, determining the pitch angle and the duration of the vehicle's nose-dive convergence during braking includes:

[0028] The stable range of the pitch angle is determined based on the average pitch angle and the preset fluctuation ratio;

[0029] Determine the peak moment when the pitch angle is the maximum pitch angle;

[0030] The duration between the peak moment and the stable moment is defined as the nodding convergence duration; where the stable moment is the moment when the pitch angle is within the stable range.

[0031] In some embodiments, determining the angular velocity index of the vehicle during braking based on a first angular velocity and a second angular velocity includes:

[0032] The difference between the first angular velocity and the second angular velocity is defined as the angular velocity difference.

[0033] The maximum value among the angular velocity differences is determined as the maximum head nodding angular velocity;

[0034] The abruptness index of vehicle nose-diving during braking is determined based on the difference in angular velocity.

[0035] Among them, the angular velocity index includes the maximum head nodding angular velocity and the head nodding abruptness index.

[0036] In some embodiments, determining the abruptness index of vehicle nose-diving during braking based on the angular velocity difference includes:

[0037] Determine at least one initial angular velocity difference from the angular velocity difference values ​​for the initial braking period; the initial braking period is a period with the initial braking time as the starting time and a preset duration.

[0038] The abruptness index of head nodding is determined based on at least one initial angular velocity difference.

[0039] Secondly, embodiments of this application provide a detection device, the device comprising:

[0040] The detection module is used to respond to the vehicle's braking by acquiring the vehicle's first acceleration and first angular velocity through a first detection unit, and acquiring the vehicle's second acceleration and second angular velocity through a second detection unit.

[0041] The determination module is used to determine the pitch angle of the vehicle during braking based on the first acceleration and the second acceleration;

[0042] The processing module is used to determine the vehicle's pitch index based on the pitch angle, the first angular velocity, and the second angular velocity; the pitch index includes multiple dimensions of pitch quantification parameters of the vehicle during braking.

[0043] The generation module is used to generate detection results of vehicle braking dive based on the dive index.

[0044] In some embodiments, the determining module is specifically used for:

[0045] The difference between the first acceleration and the second acceleration is defined as the vertical acceleration difference.

[0046] The pitch angle is determined based on the difference in vertical acceleration.

[0047] In some embodiments, the determining module is specifically used for:

[0048] Based on the vertical acceleration difference, the displacement difference between the first detection unit and the second detection unit is determined;

[0049] The pitch angle is determined based on the displacement difference.

[0050] In some embodiments, the determining module is specifically used for:

[0051] The vertical acceleration difference is integrated to obtain the vertical velocity difference between the first detection unit and the second detection unit.

[0052] The displacement difference is obtained by integrating the vertical velocity difference.

[0053] In some embodiments, the processing module is specifically used for:

[0054] The pitch angle index of the vehicle during braking is determined based on the pitch angle.

[0055] Based on the first angular velocity and the second angular velocity, determine the angular velocity index of the vehicle during braking;

[0056] Among them, the nodding indicators include pitch angle and angular velocity.

[0057] In some embodiments, the processing module is specifically used for:

[0058] The maximum pitch angle is determined as the maximum nod angle.

[0059] The pitch angle is used to determine the vehicle's nose-dive convergence duration during braking.

[0060] Among them, the pitch angle index includes the maximum pitch angle and pitch convergence time.

[0061] In some embodiments, the processing module is specifically used for:

[0062] The stable range of the pitch angle is determined based on the average pitch angle and the preset fluctuation ratio;

[0063] Determine the peak moment when the pitch angle is the maximum pitch angle;

[0064] The duration between the peak moment and the stable moment is defined as the nodding convergence duration; where the stable moment is the moment when the pitch angle is within the stable range.

[0065] In some embodiments, the processing module is specifically used for:

[0066] The difference between the first angular velocity and the second angular velocity is defined as the angular velocity difference.

[0067] The maximum value among the angular velocity differences is determined as the maximum head nodding angular velocity;

[0068] The abruptness index of vehicle nose-diving during braking is determined based on the difference in angular velocity.

[0069] Among them, the angular velocity index includes the maximum head nodding angular velocity and the head nodding abruptness index.

[0070] In some embodiments, the processing module is specifically used for:

[0071] Determine at least one initial angular velocity difference from the angular velocity difference values ​​for the initial braking period; the initial braking period is a period with the initial braking time as the starting time and a preset duration.

[0072] The abruptness index of head nodding is determined based on at least one initial angular velocity difference.

[0073] Thirdly, embodiments of this application provide a detection device, including:

[0074] At least one processor; and

[0075] A memory that is communicatively connected to at least one processor; wherein,

[0076] The memory stores instructions that can be executed by at least one processor to cause the at least one processor to perform the detection method involved in the first aspect and any possible implementation.

[0077] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the detection method as described in the first aspect and any possible implementation.

[0078] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the detection method involved in the first aspect and any possible implementation.

[0079] The detection method, equipment, and storage medium provided in this application, by deploying a first detection unit and a second detection unit on the vehicle to simultaneously collect acceleration and angular velocity data from front and rear measuring points, determine the pitch angle using two sets of accelerations. Compared to determining the pitch angle using a single detection unit, this application can eliminate interference from the overall vertical motion of the road surface, reduce angle calculation errors caused by integral drift, and improve the accuracy of determining the pitch angle. Furthermore, the vehicle combines the pitch angle with the two sets of angular velocities to calculate multi-dimensional pitch divergence quantification parameters, no longer relying solely on a single pitch angle to evaluate pitch divergence performance. Moreover, the multi-dimensional pitch divergence quantification parameters can comprehensively characterize the performance of braking pitch divergence in multiple dimensions, improving the comprehensiveness and objectivity of braking pitch divergence detection. Therefore, the detection method provided in this application improves the accuracy of braking pitch divergence detection for vehicles. Attached Figure Description

[0080] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0081] Figure 1 This is a schematic diagram illustrating the applicable scenarios provided in the embodiments of this application;

[0082] Figure 2 A schematic flowchart of a detection method provided in an embodiment of this application;

[0083] Figure 3 A schematic diagram illustrating a process for determining a pitch angle, provided as an embodiment of this application;

[0084] Figure 4 A schematic diagram illustrating the determination of a pitch angle, provided as an embodiment of this application;

[0085] Figure 5 A flowchart illustrating the process of determining a nodding indicator, provided for an embodiment of this application;

[0086] Figure 6 A flowchart illustrating another detection method provided in an embodiment of this application;

[0087] Figure 7 This is a schematic diagram of the structure of a detection device provided in an embodiment of this application;

[0088] Figure 8 This is a schematic diagram of the structure of a testing device provided in an embodiment of this application.

[0089] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0090] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0091] It should be noted that, in the description of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. The terms "first," "second," etc., in this application are used to distinguish similar objects and are not used to describe a specific order or sequence.

[0092] To facilitate understanding, the following will be combined with... Figure 1 The application scenarios applicable to the embodiments of this application will be briefly described below.

[0093] Figure 1 This is a schematic diagram illustrating the applicable scenarios provided in the embodiments of this application, such as... Figure 1 As shown, the vehicle includes a vehicle 11, in which a first detection unit 12 and a second detection unit 13 are deployed.

[0094] In practical applications, vehicle 11 experiences braking during operation. During braking, vehicle 11 exhibits a braking pitching phenomenon due to inertia. In response to braking, vehicle 11 can detect its first acceleration and first angular velocity via first detection unit 12, and its second acceleration and second angular velocity via second detection unit 13. Based on the first acceleration, second acceleration, first angular velocity, and second angular velocity, vehicle 11 determines the detection result of the pitching phenomenon to subsequently improve the pitching effect and enhance passenger comfort.

[0095] It should be noted that, Figure 1 This is merely an example to illustrate a system architecture diagram, and is not a limitation on system architecture diagrams.

[0096] Brake dive refers to the phenomenon where, during braking, the front suspension of a vehicle compresses and the front of the vehicle drops due to inertia. This phenomenon directly affects the driving and riding experience of the occupants. With the rapid development of the automotive industry and the increasing demands for driving and riding comfort, it is necessary to conduct brake dive tests on vehicles to improve passenger comfort and to address the brake dive phenomenon based on the test results.

[0097] In related technologies, vehicle braking dive can be tested using either subjective or objective methods. Subjective testing involves an operator driving the vehicle and applying the brakes; during braking, the operator scores the degree of brake dive, and the test result is determined based on the score.

[0098] However, the process of testing the braking dive phenomenon of vehicles through subjective testing methods relies on the subjective feelings of the staff for evaluation, which cannot provide objective data support for the test results, resulting in poor accuracy in detecting braking dive of vehicles.

[0099] An objective detection method can be implemented as follows: An accelerometer and a gyroscope are deployed on the vehicle. In response to braking, the accelerometer collects the vehicle's vertical acceleration during braking, and the gyroscope collects the vehicle's pitch angular velocity during braking. Then, the vehicle determines its pitch angle during the braking dive based on the vertical acceleration and pitch angular velocity, and determines the detection result based on the pitch angle.

[0100] However, the above method relies solely on pitch angle as a single indicator to determine the detection result, lacking comprehensiveness in detecting braking dive, resulting in low accuracy in vehicle braking dive detection. Furthermore, since the vehicle only uses one set of accelerometers and gyroscopes to detect vertical acceleration and pitch angular velocity, issues such as position drift of the accelerometers and / or gyroscopes, and road noise can lead to significant errors in the detected vertical acceleration and pitch angular velocity, resulting in low accuracy in obtaining the pitch angle, and further contributing to low accuracy in vehicle braking dive detection.

[0101] To address the aforementioned technical problems, in this embodiment, by deploying a first detection unit and a second detection unit on the vehicle to simultaneously collect acceleration and angular velocity data from front and rear measuring points, and using the two sets of accelerations to determine the pitch angle, compared to determining the pitch angle with a single detection unit, this application can eliminate interference from the overall vertical motion of the road surface, reduce angle calculation errors caused by integral drift, and improve the accuracy of determining the pitch angle. Furthermore, the vehicle combines the pitch angle with the two sets of angular velocities to calculate multi-dimensional pitch-dive quantification parameters, no longer relying solely on a single pitch angle to evaluate pitch-dive performance. Moreover, the multi-dimensional pitch-dive quantification parameters can comprehensively characterize the braking pitch-dive performance in multiple dimensions, improving the comprehensiveness and objectivity of braking pitch-dive detection. Therefore, the detection method provided in this application improves the accuracy of braking pitch-dive detection for vehicles.

[0102] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0103] Figure 2 This is a schematic flowchart illustrating a detection method provided in an embodiment of this application. Please refer to [link / reference]. Figure 2 The method may include the following steps:

[0104] S21. In response to the vehicle's braking, the first detection unit collects the vehicle's first acceleration and first angular velocity, and the second detection unit collects the vehicle's second acceleration and second angular velocity.

[0105] A vehicle refers to a motor vehicle equipped with the functions of driving, carrying passengers and goods, and braking and deceleration. In some embodiments, a first detection unit and a second detection unit are deployed on the vehicle. The first detection unit includes a first accelerometer and a first gyroscope. The first accelerometer is used to detect the vertical acceleration of the vehicle during braking. The first gyroscope is used to detect the angular velocity of the vehicle during braking. The second detection unit includes a second accelerometer and a second gyroscope, and the function of the second accelerometer is the same as that of the first accelerometer; the function of the second gyroscope is the same as that of the first gyroscope. For example, the first accelerometer and / or the second accelerometer may be, for example, a three-axis accelerometer. The first gyroscope and / or the second gyroscope may be, for example, a three-axis gyroscope.

[0106] In some embodiments, the first detection unit and the second detection unit can be detachably deployed on rigid structures at the front and rear of the vehicle. The detachable method can be at least one of magnetic, clamp, vacuum adsorption, and adhesive methods.

[0107] Optionally, the detachable method can be determined based on the vehicle body material. For example, for a steel body, a magnetic detachable method can be used. For an aluminum alloy or carbon fiber body, a clamp-type or vacuum adsorption-type detachable method can be used. For curved or irregular surfaces, an adhesive detachable method can be used.

[0108] Taking the deployment of the first detection unit on the rigid structure at the front of the vehicle and the second detection unit on the rigid structure at the rear of the vehicle as an example, the deployment position of the first detection unit should be as close as possible to the frontmost part of the vehicle, and it should be ensured that the deployment point does not undergo plastic deformation or relative displacement during braking. For example, the first detection unit can be deployed at the connection between the front longitudinal beam and the firewall, or at the rigid node connecting the front bumper stock and the vehicle body.

[0109] The second detection unit should be deployed as close as possible to the farthest end of the parking space, ensuring that the deployment point does not undergo plastic deformation or relative displacement during braking. For example, the second detection unit can be deployed at the rigid node connecting the rear longitudinal beam and the spare tire well, or at the rigid node connecting the rear bumper frame and the vehicle body.

[0110] It should be noted that when deploying the first and second detection units, it is essential to ensure that both units are rigidly connected to the vehicle body without any relative looseness. Furthermore, the first and second detection units should be adjusted using a level so that their respective x-axis points in the direction of vehicle travel, and their z-axis is vertically upward.

[0111] In some embodiments, the first detection unit and the second detection unit can be connected to the vehicle's data acquisition module via wiring harnesses or wireless modules, respectively. Furthermore, the sampling frequency and triggering method of the first and second detection units are identical.

[0112] Vehicle braking refers to the deceleration control action of a vehicle in motion, in which the braking system applies braking force to counteract the vehicle's inertia, reduce its speed, and eventually bring it to a complete stop. In some embodiments, vehicle braking includes various deceleration conditions such as conventional deceleration triggered by the driver pressing the brake pedal and emergency braking.

[0113] The first acceleration includes multiple vertical accelerations collected by the first detection unit at various moments after the vehicle brakes. The first acceleration is used to indicate the vertical acceleration of the deployment position of the first detection unit during the braking process.

[0114] The second acceleration includes multiple vertical accelerations collected by the second detection unit at various moments after the vehicle brakes. The second acceleration is used to indicate the vertical acceleration of the deployment position of the first detection unit during the braking process.

[0115] It should be noted that there is a one-to-one correspondence between the multiple vertical accelerations in the first acceleration and the multiple vertical accelerations in the second acceleration. For each vertical acceleration in the first acceleration, the acquisition time of the corresponding vertical acceleration in the second acceleration is the same as the acquisition time of that vertical acceleration.

[0116] The first angular velocity includes multiple pitch angular velocities collected by the first detection unit at multiple moments after the vehicle brakes. The first angular velocity is used to indicate how quickly the deployment position of the first detection unit rotates with the vehicle's pitch motion during braking.

[0117] The second angular velocity includes multiple pitch angular velocities collected by the second detection unit at various moments after the vehicle brakes. The second angular velocity is used to indicate how quickly the deployment position of the second detection unit rotates with the vehicle's pitch motion during braking.

[0118] It should be noted that there is a one-to-one correspondence between the multiple pitch angular velocities in the first angular velocity and the multiple pitch accelerations in the second angular velocity. For each pitch angular velocity in the first angular velocity, the acquisition time of the corresponding pitch angular velocity in the second angular velocity is the same as the acquisition time of that pitch angular velocity.

[0119] In some embodiments, in response to vehicle braking, the triaxial accelerometer in the first detection unit can acquire a first acceleration based on a first acquisition period, and the triaxial accelerometer in the second detection unit can acquire a second acceleration based on the first acquisition period. The triaxial gyroscope in the first detection unit can acquire a first angular velocity based on a second acquisition period, and the triaxial gyroscope in the second detection unit can acquire a second angular velocity based on a second acquisition period, until the vehicle stops braking.

[0120] Optionally, for each test, the vehicle is controlled to travel on a test road (straight and dry) that meets preset requirements for braking performance testing. Before each test, basic vehicle information can be recorded. For example, this basic information may include the vehicle's curb weight, tire type, deployment distance between the first and second testing units, and tire pressure.

[0121] S22. Determine the pitch angle of the vehicle during braking based on the first acceleration and the second acceleration.

[0122] The pitch angle is the angle between the vehicle's longitudinal axis and a reference horizontal line, used to indicate the degree of vehicle nose-diving during braking. In some embodiments, a larger pitch angle indicates a greater degree of vehicle nose-diving during braking; a smaller pitch angle indicates a lesser degree of vehicle nose-diving during braking.

[0123] In some embodiments, the vehicle can determine the relative displacement of the first detection unit to the second detection unit based on the first acceleration and the second acceleration, and then determine the pitch angle based on the deployment distance and relative displacement between the first detection unit and the second detection unit.

[0124] S23. Determine the vehicle's pitch index based on the pitch angle, first angular velocity, and second angular velocity; the pitch index includes multiple dimensions of pitch quantification parameters of the vehicle during braking.

[0125] The nose-diving index is a set of parameters used to objectively quantify the degree of nose-diving during vehicle braking. It is not a single numerical value, but rather a multi-dimensional set of nose-diving parameters calculated based on the vehicle's pitch angle, first angular velocity, and second angular velocity. For example, the nose-diving index may include maximum nose-diving angle, average nose-diving value, maximum nose-diving angular velocity, nose-diving convergence time, and nose-diving abruptness index.

[0126] In some embodiments, the vehicle can determine the maximum pitch angle, average pitch angle, and pitch convergence duration based on the pitch angle. The vehicle can determine the maximum pitch angular velocity and pitch abruptness index, etc., based on the first angular velocity and the second angular velocity.

[0127] S24. Generate the detection results of vehicle braking dive based on the dive index.

[0128] The test results are standardized outputs generated by integrating multi-dimensional pitching quantification parameters of the vehicle. In some embodiments, the test results comprehensively summarize the braking test conditions, various pitching quantification values, and the changes in the vehicle's pitch throughout the entire process, intuitively reflecting the amplitude, impact intensity, and rebound convergence performance of the braking pitching. Therefore, the test results can provide an objective and reproducible quantitative basis for intuitively assessing braking pitching mitigation solutions.

[0129] In some embodiments, after determining the nodding indicator, the vehicle determines basic testing information for this test. Basic testing information may include, for example, the vehicle model, test date, and test conditions. The vehicle may also determine the comparison result between the nodding indicator and the target indicator.

[0130] The vehicle can be statistically analyzed and organized according to a preset format, including basic inspection information, vehicle basic information, head nodding indicators, and comparison results, to obtain the inspection results.

[0131] In some embodiments, after a vehicle undergoes multiple tests, statistical results such as the average and standard deviation of the nodding indicators obtained from each test can be determined. The vehicle can organize the basic test information, vehicle basic information, nodding indicators, comparison results, and statistical results of the multiple tests according to a preset format to obtain the test results.

[0132] exist Figure 2 In the illustrated embodiment, by deploying a first detection unit and a second detection unit on the vehicle to simultaneously collect acceleration and angular velocity data from front and rear measuring points, the pitch angle is determined using two sets of acceleration data. Compared to determining the pitch angle using a single detection unit, this application can eliminate interference from the overall vertical motion of the road surface, reduce angle calculation errors caused by integral drift, and improve the accuracy of determining the pitch angle. Furthermore, the vehicle combines the pitch angle with the two sets of angular velocities to calculate multi-dimensional head-dive quantification parameters, no longer relying solely on a single pitch angle to evaluate head-dive performance. Moreover, the multi-dimensional head-dive quantification parameters can comprehensively characterize the braking head-dive performance in multiple dimensions, improving the comprehensiveness and objectivity of braking head-dive detection. Therefore, the detection method provided by this application improves the accuracy of braking head-dive detection for vehicles.

[0133] exist Figure 2 Based on the illustrated embodiment, the following, in conjunction with Figure 3The process of determining the pitch angle in the embodiments of this application will be further explained.

[0134] Figure 3 This is a schematic diagram illustrating a process for determining a pitch angle, provided as an embodiment of this application. Figure 3 As shown, the process may include the following steps:

[0135] S31. The difference between the first acceleration and the second acceleration is determined as the vertical acceleration difference.

[0136] The vertical acceleration difference is used to indicate the effective acceleration signal formed by the reverse motion of the front and rear of the vehicle during braking pitch.

[0137] In some embodiments, road bumps, potholes, or undulations cause the entire vehicle to bounce up and down synchronously, generating a uniform vertical acceleration throughout the vehicle. It should be noted that in this case, the vertical acceleration generated at the deployment positions of the first and second detection units has the same direction and the same acceleration components.

[0138] Because braking pitch is a characteristic of vehicle body pitching motion, during braking pitch, the vertical acceleration generated at the deployment position of the first detection unit is downward, while the vertical acceleration generated at the deployment position of the second detection unit is upward. That is, the vertical acceleration generated at the deployment position of the first detection unit is in opposite directions to the vertical acceleration generated at the deployment position of the second detection unit.

[0139] Therefore, in order to reduce the influence of the vertical acceleration caused by this situation on the vertical acceleration generated by vehicle braking, the vehicle can subtract the first acceleration from the second acceleration. This can eliminate the acceleration component generated by the synchronous up-and-down vibration of the whole vehicle, so that the obtained vertical acceleration difference can be used to indicate the effective acceleration signal formed by the reverse movement of the front and rear of the vehicle under the braking dive condition, thereby amplifying the relative motion component between the front and rear of the vehicle caused by the braking dive.

[0140] In some embodiments, since the multiple vertical accelerations included in the first acceleration correspond one-to-one with the multiple vertical accelerations included in the second acceleration, the process of determining the vertical acceleration difference in this application involves calculating the difference between each vertical acceleration in the first acceleration and the vertical acceleration corresponding to that vertical acceleration in the second acceleration. Furthermore, the determination of the pitch angle, acceleration difference, etc., is also based on each vertical acceleration and each angular velocity, which will not be described in detail later.

[0141] In some embodiments, a bandpass filter is deployed in the vehicle to filter signals whose passband frequency falls within a preset frequency range. Optionally, the preset frequency range can be the frequency range corresponding to braking dive phenomena. For example, the bandpass filter can be a Butterworth filter or a Chebyshev filter.

[0142] After obtaining the vertical acceleration difference, the vehicle can input the vertical acceleration into a bandpass filter. The bandpass filter filters the vertical acceleration difference to eliminate the interference of high-frequency road noise and low-frequency drift on the vertical acceleration difference. This allows the filtered vertical acceleration difference to more accurately reflect the acceleration signal formed by the reverse movement of the vehicle's front and parking spaces under braking pitch conditions.

[0143] S32. Determine the pitch angle based on the vertical acceleration difference.

[0144] In some embodiments, the vehicle determines the pitch angle based on the vertical acceleration difference as follows: the displacement difference between the first detection unit and the second detection unit is determined based on the vertical acceleration difference; the pitch angle is determined based on the displacement difference.

[0145] In some embodiments, the vehicle determines the displacement difference as follows: the vertical acceleration difference is integrated to obtain the vertical velocity difference between the first detection unit and the second detection unit; the vertical velocity difference is integrated to obtain the displacement difference.

[0146] The displacement difference is the vertical offset between the deployment positions of the first detection unit and the second detection unit during braking. In other words, the displacement difference indicates the vertical positional deviation between the deployment positions of the first and second detection units when the vehicle is in a braking dive condition.

[0147] The vertical speed difference is the difference in the vertical movement speed of the deployment position of the first detection unit compared to that of the deployment position of the second detection unit during braking. In other words, the vertical speed difference indicates the difference in the rate at which the deployment position of the first detection unit descends and the deployment position of the second detection unit rises during braking pitch.

[0148] In some embodiments, the vehicle integrates the vertical acceleration difference to obtain the vertical velocity difference. The method can be as shown in formula (1):

[0149] (1)

[0150] in, For integral formulas, This represents the difference in vertical acceleration.

[0151] In some embodiments, the vehicle integrates the vertical velocity difference to obtain the displacement difference. The method can be as shown in formula (2):

[0152] (2)

[0153] in, For integral formulas, This represents the vertical velocity difference.

[0154] In some embodiments, since the displacement difference is used to indicate the vertical positional deviation between the deployment positions of the first and second detection units, the vehicle knows the wheelbase between the deployment positions of the first and second detection units. Therefore, the vehicle can process the displacement difference and wheelbase using trigonometric functions to obtain the pitch angle.

[0155] Specifically, it can be combined with Figure 4 To understand, Figure 4 This is a schematic diagram illustrating the determination of a pitch angle, provided as an embodiment of this application. Figure 4 As shown, a right triangle can be constructed using the deployment positions of the first and second detection units as two acute angles. The displacement difference and wheelbase are two sides of this right triangle. Therefore, the vehicle obtains the pitch angle by processing the displacement difference and wheelbase using trigonometric functions. The method can be as shown in formula (3):

[0156] (3)

[0157] in, It is the arctangent function. Let L be the displacement difference and L be the wheelbase.

[0158] In some embodiments, the pitch angle generated during vehicle braking is small. In this case, the arctangent function can be approximated as a direct proportional function. .

[0159] exist Figure 3 In the illustrated embodiment, the vehicle obtains the vertical acceleration difference by calculating the difference between the accelerations of the front and rear detection units, thus offsetting the common-mode interference of synchronous vertical vibration of the entire vehicle caused by road undulations. The vertical acceleration difference is then integrated twice to obtain the vertical velocity difference and the relative displacement difference between the front and rear measuring points. Finally, the pitch angle is calculated based on the displacement difference. This method not only eliminates the influence of external road noise on attitude calculation by differential pre-filtering, but also completes the progressive conversion of physical quantities from acceleration to displacement through double integration. Compared with the method of directly solving the pitch angle by a single-point sensor, it reduces the pitch angle calculation error caused by integral drift and external bumps, thereby improving the accuracy of determining the pitch angle.

[0160] The above embodiments describe the process of determining the vehicle's pitch angle. The following will combine... Figure 5 The process of determining the nodding indicator in the embodiments of this application will be further explained.

[0161] Figure 5 This is a schematic diagram illustrating a process for determining a nodding indicator, provided as an embodiment of this application. Figure 5 As shown, the process may include the following steps:

[0162] S51. Determine the vehicle's pitch angle index during braking based on the pitch angle.

[0163] In some embodiments, the vehicle determines the pitch angle index as follows: the maximum pitch angle is determined as the maximum nose-dive angle; the nose-dive convergence duration during braking is determined based on the pitch angle; wherein the pitch angle index includes the maximum nose-dive angle and the nose-dive convergence duration.

[0164] The pitch angle metric is an evaluation parameter used to quantify the degree of vehicle braking dive. In some embodiments, the pitch angle metric includes the maximum dive angle and the dive convergence time.

[0165] The maximum pitch angle is the largest of a plurality of pitch angles used to indicate the maximum tilt of the vehicle during braking. In some embodiments, a larger maximum pitch angle indicates a larger maximum tilt of the vehicle during braking; a smaller maximum pitch angle indicates a smaller maximum tilt of the vehicle during braking.

[0166] The pitch-to-convergence duration is the time it takes for the pitch angle to gradually decay from the peak of the braking disturbance back to a stable range near the static zero position. It is used to indicate the vibration decay rate of the vehicle during braking. In some embodiments, a longer pitch-to-convergence duration indicates a slower vibration decay rate during braking; a shorter pitch-to-convergence duration indicates a faster vibration decay rate during braking.

[0167] In some embodiments, the pitch angle includes the vehicle's pitch angle at multiple moments during the braking process. The vehicle can determine the maximum pitch angle among the pitch angles at multiple moments as the maximum nose-dive angle.

[0168] For example, assuming the pitch angle includes pitch angle 1, pitch angle 2 and pitch angle 3, where pitch angle 1 is 1.2 degrees, pitch angle 2 is 1 degree and pitch angle 3 is 2 degrees, then the vehicle can determine the angle of pitch angle 3 as the maximum pitch angle (2>1.2>1).

[0169] In some embodiments, the vehicle determines the pitch convergence duration as follows: determining the stable range of the pitch angle based on the average pitch angle and a preset fluctuation ratio; determining the peak moment when the pitch angle is the maximum pitch angle; and determining the duration between the peak moment and the stable moment as the pitch convergence duration; wherein, the stable moment is the moment when the pitch angle is within the stable range.

[0170] The stable range refers to the numerical interval calculated above and below the average pitch angle, according to a preset fluctuation ratio. If the pitch angle is within the stable range, it indicates that the vehicle's pitch attitude no longer exhibits significant rebound or vibration, and the vehicle's braking pitch condition has reached a stable state. The peak moment refers to the moment when the pitch angle is at its maximum during braking. The stable moment is the moment after the peak moment when the pitch angle first falls within the stable range.

[0171] In some embodiments, the vehicle can determine the average pitch angle and calculate a stable range based on a preset fluctuation ratio, centered on the average value. For example, assuming the pitch angles include pitch angle 1, pitch angle 2, pitch angle 3, and pitch angle 4, where pitch angle 1 is 1 degree, pitch angle 2 is 2 degrees, pitch angle 3 is 1.5 degrees, and pitch angle 4 is 0.8 degrees, the vehicle determines the average pitch angle to be (1 + 2 + 1.5 + 0.8) / 4 = 1.325 degrees.

[0172] Assuming a preset fluctuation ratio of 10%, the lower limit of the vehicle's known stability range is 1.325 - 1.325 * 10% = 1.1925 degrees, and the upper limit is 1.325 + 1.325 * 10% = 1.4575 degrees. Therefore, the vehicle's known stability range is from 1.1925 degrees to 1.4575 degrees.

[0173] In some embodiments, the vehicle may define the moment when the maximum pitch angle is generated during braking as the peak moment. The vehicle then defines the moment when the pitch angle first falls within a stable range after the peak moment as the stable moment. Finally, the vehicle defines the duration between the peak moment and the stable moment as the pitch convergence duration.

[0174] S52. Determine the angular velocity index of the vehicle during braking based on the first angular velocity and the second angular velocity.

[0175] In some embodiments, the process of determining the angular velocity index of a vehicle may be as follows: the difference between the first angular velocity and the second angular velocity is determined as the angular velocity difference; the maximum value of the angular velocity difference is determined as the maximum pitching angular velocity; and the pitching abruptness index of the vehicle during braking is determined based on the angular velocity difference; wherein the angular velocity index includes the maximum pitching angular velocity and the pitching abruptness index.

[0176] The acceleration index is a quantified parameter based on the first angular velocity and the second angular velocity. In some embodiments, the angular velocity index includes the maximum nodal angular velocity and the nodal abruptness index.

[0177] The maximum pitching angular velocity is the largest of multiple angular velocity differences, used to indicate the maximum degree of vehicle pitch rotation during braking pitching. In some embodiments, a larger maximum pitching angular velocity indicates a higher degree of maximum pitch rotation during braking pitching; a smaller maximum pitching angular velocity indicates a lower degree of maximum pitch rotation during braking pitching.

[0178] The brake nod abruptness index is used to indicate the degree of abruptness of the brake nod impact perceived by the driver and passengers during the initial braking phase. In some embodiments, a higher brake nod abruptness index indicates a higher degree of abruptness of the brake nod impact perceived by the driver and passengers during the initial braking phase; a lower brake nod abruptness index indicates a lower degree of abruptness of the brake nod impact perceived by the driver and passengers during the initial braking phase.

[0179] The angular velocity difference is a signal obtained by subtracting the second angular velocity from the first acceleration. It is used to highlight the difference in relative rotational speed between the front of the vehicle body pointing downwards and the rear of the vehicle body pointing upwards during braking pitch.

[0180] In some embodiments, the first angular velocity includes multiple angular velocities acquired by the first detection unit, and the second angular velocity includes multiple angular velocities acquired by the second detection unit. The vehicle determines the angular velocity difference for each acceleration, therefore the angular velocity difference includes the angular velocity difference at multiple moments during vehicle braking.

[0181] In some embodiments, since the angular velocity difference includes angular velocity differences at multiple moments during braking, the vehicle can determine the maximum value among the angular velocity differences at multiple moments as the maximum nodding angular velocity.

[0182] In some embodiments, the vehicle determines the head-diving abruptness index as follows: determining at least one initial angular velocity difference from the angular velocity difference values; the initial braking period is a period of time with the braking initiation time as the starting time and a preset duration; and determining the head-diving abruptness index based on at least one initial angular velocity difference value.

[0183] The initial braking moment is the moment when the vehicle recognizes the initiation of braking. In some embodiments, the triaxial acceleration sensors in the first and second detection units can also detect the vehicle's x-axis and y-axis accelerations. The vehicle can determine the initial braking moment based on the x-axis and y-axis accelerations. Specifically, the vehicle can detect the x-axis and y-axis accelerations obtained from the first and second detection units. The moment when the decrease in the x-axis acceleration obtained from the first and second detection units within a short period is greater than or equal to a first preset threshold, and / or when the decrease in the y-axis acceleration obtained from the first and second detection units within a short period is greater than or equal to a second preset threshold, is determined as the initial braking moment.

[0184] The initial braking period refers to the initial period during which the vehicle is in braking condition. In some embodiments, the initial braking time can be determined by taking the initial braking moment as the start time and the duration as a preset duration. It should be noted that the preset duration is less than the total braking duration.

[0185] The initial angular velocity difference refers to the angular velocity difference generated during the initial stage of vehicle braking. Since the angular velocity difference includes the angular velocity difference at multiple moments during the vehicle braking process, the vehicle can determine the moment when the angular velocity difference was generated for each angular velocity difference. If the moment is at the initial moment of braking, then the angular velocity difference is determined as the initial angular velocity difference.

[0186] In some embodiments, the vehicle may differentiate at least one initial angular velocity difference to obtain at least one initial angular acceleration, and determine the root mean square or peak value of the at least one initial angular acceleration as the nodding abruptness index.

[0187] exist Figure 5 In the embodiment shown,

[0188] Based on the above embodiments, the following is combined with Figure 6 The detection method provided in this application will be further described.

[0189] Figure 6 This is a schematic flowchart of another detection method provided in an embodiment of this application. Figure 6 As shown, the process may include the following steps:

[0190] S61. In response to vehicle braking, the first detection unit collects the first acceleration and first angular velocity of the vehicle, and the second detection unit collects the second acceleration and second angular velocity of the vehicle.

[0191] For a description of this process, please refer to [link / reference]. Figure 2 S21 in the illustrated embodiment will not be described in detail here.

[0192] In some embodiments, four detection units may be deployed on the vehicle, forming a symmetrical detection point layout. Exemplarily, the four detection units include detection unit 1, detection unit 2, detection unit 3, and detection unit 4. Detection unit 1 is deployed at the front left side of the vehicle body. Exemplarily, detection unit 1 may be deployed at a rigid node of the left front longitudinal beam of the vehicle. Detection unit 2 is deployed at the front right side of the vehicle body. Exemplarily, detection unit 2 may be deployed at a rigid node of the right front longitudinal beam of the vehicle. Detection unit 3 is deployed at the rear left side of the vehicle body. Exemplarily, detection unit 3 may be deployed at a rigid node of the left rear longitudinal beam of the vehicle. Detection unit 4 is deployed at the rear right side of the vehicle body. Exemplarily, detection unit 4 may be deployed at a rigid node of the right rear longitudinal beam of the vehicle.

[0193] In this scenario, the vehicle can determine the first acceleration as the average of the acceleration detected by detection unit 1 and the acceleration detected by detection unit 2. The vehicle can determine the second acceleration as the average of the acceleration detected by detection unit 3 and the acceleration detected by detection unit 4.

[0194] The vehicle can determine the first angular velocity as the average of the angular velocities detected by detection unit 1 and detection unit 2. The vehicle can determine the second angular velocity as the average of the angular velocities detected by detection unit 3 and detection unit 4.

[0195] In this way, the vehicle can determine whether there is an inconsistency in the response of the left and right suspensions during braking by combining the signal differences between the left and right sides, providing reference data for subsequent mitigation of braking dive.

[0196] S62. The difference between the first acceleration and the second acceleration is determined as the vertical acceleration difference.

[0197] For a description of this process, please refer to [link / reference]. Figure 3 S31 in the illustrated embodiment will not be described in detail here.

[0198] S63. Filter the vertical acceleration difference to obtain the filtered vertical acceleration difference.

[0199] In some embodiments, the method by which the vehicle filters the vertical acceleration difference can be found in [reference needed]. Figure 3 S31 in the illustrated embodiment will not be described in detail here.

[0200] In some embodiments, the vehicle can also use a second-order Butterworth bandpass filter to filter the vertical acceleration difference, obtaining the filtered vertical acceleration difference. The transfer function H of the vehicle through the second-order Butterworth bandpass filter can be expressed as shown in equation (4):

[0201] H=( ) / (4)

[0202] in, For the center frequency, It can be preset to 2 Hz. Q is the quality factor, which can be preset to 1. s is the Laplace complex frequency variable.

[0203] In some embodiments, the vehicle can discretize the transfer function using the bilinear transform method to obtain the coefficients of the difference equation, and then filter the vertical acceleration difference using the coefficients of the difference equation.

[0204] S64. Determine the pitch angle based on the vertical acceleration difference.

[0205] The process by which a vehicle determines its pitch angle based on the difference in vertical acceleration can be found in [reference needed]. Figure 3 S32 in the illustrated embodiment will not be described in detail here.

[0206] S65. Based on the pitch angle, the first angular velocity, and the second angular velocity, determine the vehicle's pitching index.

[0207] The process for determining the vehicle's heading indicator can be found in [reference needed]. Figure 5 The embodiments shown will not be described in detail here.

[0208] S66. Generate detection results of vehicle braking dive based on dive index.

[0209] The process of generating vehicle detection results can be found in [link / reference]. Figure 2 S24 in the illustrated embodiment will not be described in detail here.

[0210] In some embodiments, the vehicle can detect brake dive under different operating conditions in the manner described above. For example, the vehicle can detect brake dive under different braking intensities, different initial vehicle speeds, different load states, and different deployment positions of the detection units.

[0211] The detection unit can also be deployed at locations such as the floor below the B-pillar, the center of the trunk floor, or the center of the front and rear windshields.

[0212] In some embodiments, after detecting the braking dive of the vehicle and obtaining the detection result, the detection result can be compared with the target result. Then, the suspension parameters (spring stiffness, shock absorber damping, bushing stiffness, etc.) can be adjusted based on the comparison result. The braking dive of the vehicle can then be detected again based on the adjusted suspension parameters until the comparison result meets the preset requirements.

[0213] Figure 7This is a schematic diagram of a detection device provided in an embodiment of this application. Please refer to [link / reference]. Figure 7 The detection device 70 may include:

[0214] The detection module 71 is used to respond to the braking of the vehicle by acquiring the first acceleration and first angular velocity of the vehicle through the first detection unit, and acquiring the second acceleration and second angular velocity of the vehicle through the second detection unit.

[0215] The determining module 72 is used to determine the pitch angle of the vehicle during braking based on the first acceleration and the second acceleration;

[0216] The processing module 73 is used to determine the vehicle's pitch index based on the pitch angle, the first angular velocity, and the second angular velocity; the pitch index includes multiple dimensions of pitch quantification parameters of the vehicle during braking.

[0217] The generation module 74 is used to generate the detection results of vehicle braking nodding based on the nodding index.

[0218] In some embodiments, the determining module 72 is specifically used for:

[0219] The difference between the first acceleration and the second acceleration is defined as the vertical acceleration difference.

[0220] The pitch angle is determined based on the difference in vertical acceleration.

[0221] In some embodiments, the determining module 72 is specifically used for:

[0222] Based on the vertical acceleration difference, the displacement difference between the first detection unit and the second detection unit is determined;

[0223] The pitch angle is determined based on the displacement difference.

[0224] In some embodiments, the determining module 72 is specifically used for:

[0225] The vertical acceleration difference is integrated to obtain the vertical velocity difference between the first detection unit and the second detection unit.

[0226] The displacement difference is obtained by integrating the vertical velocity difference.

[0227] In some embodiments, the processing module 73 is specifically used for:

[0228] The pitch angle index of the vehicle during braking is determined based on the pitch angle.

[0229] Based on the first angular velocity and the second angular velocity, determine the angular velocity index of the vehicle during braking;

[0230] Among them, the nodding indicators include pitch angle and angular velocity.

[0231] In some embodiments, the processing module 73 is specifically used for:

[0232] The maximum pitch angle is determined as the maximum nod angle.

[0233] The pitch angle is used to determine the vehicle's nose-dive convergence duration during braking.

[0234] Among them, the pitch angle index includes the maximum pitch angle and pitch convergence time.

[0235] In some embodiments, the processing module 73 is specifically used for:

[0236] The stable range of the pitch angle is determined based on the average pitch angle and the preset fluctuation ratio;

[0237] Determine the peak moment when the pitch angle is the maximum pitch angle;

[0238] The duration between the peak moment and the stable moment is defined as the nodding convergence duration; where the stable moment is the moment when the pitch angle is within the stable range.

[0239] In some embodiments, the processing module 73 is specifically used for:

[0240] The difference between the first angular velocity and the second angular velocity is defined as the angular velocity difference.

[0241] The maximum value among the angular velocity differences is determined as the maximum head nodding angular velocity;

[0242] The abruptness index of vehicle nose-diving during braking is determined based on the difference in angular velocity.

[0243] Among them, the angular velocity index includes the maximum head nodding angular velocity and the head nodding abruptness index.

[0244] In some embodiments, the processing module 73 is specifically used for:

[0245] Determine at least one initial angular velocity difference from the angular velocity difference values ​​for the initial braking period; the initial braking period is a period with the initial braking time as the starting time and a preset duration.

[0246] The abruptness index of head nodding is determined based on at least one initial angular velocity difference.

[0247] The detection device 70 provided in this application embodiment can execute the technical solution in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0248] Figure 8 This is a schematic diagram of the structure of a detection device provided in an embodiment of this application. Figure 8As shown, the detection device 80 may include a memory 81 and at least one processor 82. Exemplarily, the memory 81 and the at least one processor 82 are interconnected via a bus 83.

[0249] Memory 81 is used to store program instructions;

[0250] At least one processor 82 is used to execute program instructions stored in the memory to cause the detection device 80 to perform the detection method in the above method embodiment.

[0251] Optionally, the aforementioned processor can be a central processing unit (CPU), a graphics processing unit (GPU), other general-purpose processors, a digital signal processor (DSP), or an application-specific integrated circuit (ASIC), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0252] The detection device 80 provided in this application embodiment can execute the technical solutions in the above method embodiments. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0253] This application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the detection method described in the above method embodiments.

[0254] This application provides a computer program product, including a computer program that, when executed by a processor, implements the detection method involved in the above method embodiments.

[0255] This application provides a chip that stores a computer program. When the computer program is executed by the chip, it implements the detection method in the above-described method embodiments.

[0256] This application provides a chip module on which a computer program is stored. When the computer program is executed by the chip module, it implements the detection method in the above method embodiments.

[0257] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0258] It should be further noted that although the steps in the flowchart are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0259] It should be understood that the above-described device embodiments are merely illustrative, and the device of this application can also be implemented in other ways. For example, the division of units / modules in the above embodiments is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple units, modules, or components may be combined, or integrated into another system, or some features may be ignored or not executed.

[0260] Furthermore, unless otherwise specified, the functional units / modules in the various embodiments of this application can be integrated into one unit / module, or each unit / module can exist physically separately, or two or more units / modules can be integrated together. The integrated units / modules described above can be implemented in hardware or as software program modules.

[0261] When integrated units / modules are implemented in hardware, the hardware can be digital circuits, analog circuits, etc. The physical implementation of the hardware structure includes, but is not limited to, transistors, memristors, etc. Unless otherwise specified, the processor can be any suitable hardware processor, such as a CPU, GPU, Field Programmable Gate Array (FPGA), DSP, and ASIC, etc. Unless otherwise specified, the storage unit can be any suitable magnetic or magneto-optical storage medium, such as Resistive Random Access Memory (RRAM), Dynamic Random Access Memory (DRAM), Static Random-Access Memory (SRAM), Enhanced Dynamic Random Access Memory (EDRAM), High-Bandwidth Memory (HBM), Hybrid Memory Cube (HMC), etc.

[0262] If the integrated unit / module is implemented as a software program module and sold or used as an independent product, it can be stored in a computer-readable storage device (CMD). Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory 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 steps of the methods of the various embodiments of this application. The aforementioned memory includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0263] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0264] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0265] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A detection method, characterized in that, Applied to a vehicle, wherein a first detection unit and a second detection unit are deployed on the vehicle, the method includes: In response to the braking of the vehicle, the first detection unit acquires the first acceleration and the first angular velocity of the vehicle, and the second detection unit acquires the second acceleration and the second angular velocity of the vehicle; The pitch angle of the vehicle during the braking process is determined based on the first acceleration and the second acceleration. The pitch index of the vehicle is determined based on the pitch angle, the first angular velocity, and the second angular velocity; the pitch index includes multiple dimensions of pitch quantification parameters of the vehicle during the braking process. The detection results of the vehicle braking pitch are generated based on the pitch index.

2. The method according to claim 1, characterized in that, Determining the pitch angle of the vehicle during braking based on the first acceleration and the second acceleration includes: The difference between the first acceleration and the second acceleration is determined as the vertical acceleration difference; The pitch angle is determined based on the vertical acceleration difference.

3. The method according to claim 2, characterized in that, Determining the pitch angle based on the vertical acceleration difference includes: Based on the vertical acceleration difference, the displacement difference between the first detection unit and the second detection unit is determined; The pitch angle is determined based on the displacement difference.

4. The method according to claim 3, characterized in that, Determining the displacement difference between the first detection unit and the second detection unit based on the vertical acceleration difference includes: The vertical acceleration difference is integrated to obtain the vertical velocity difference between the first detection unit and the second detection unit. The displacement difference is obtained by integrating the vertical velocity difference.

5. The method according to any one of claims 1-4, characterized in that, Determining the vehicle's pitch index based on the pitch angle, the first angular velocity, and the second angular velocity includes: The pitch angle index of the vehicle during the braking process is determined based on the pitch angle. The angular velocity index of the vehicle during the braking process is determined based on the first angular velocity and the second angular velocity. The nodding indicators include the pitch angle indicator and the angular velocity indicator.

6. The method according to claim 5, characterized in that, Determining the vehicle's pitch angle index during braking based on the pitch angle includes: The maximum pitch angle among the pitch angles is determined as the maximum nod angle; The pitch angle is used to determine the pitch convergence duration of the vehicle during the braking process; The pitch angle index includes the maximum nod angle and the nod convergence time.

7. The method according to claim 6, characterized in that, Determining the pitch angle to control the vehicle's nose-dive convergence duration during braking includes: The stable range of the pitch angle is determined based on the average value of the pitch angle and the preset fluctuation ratio; Determine the peak moment when the pitch angle is the maximum pitch angle; The duration between the peak moment and the stable moment is defined as the nodding convergence duration; wherein, the stable moment is the moment when the pitch angle is within the stable range.

8. The method according to claim 5, characterized in that, Determining the angular velocity index of the vehicle during the braking process based on the first angular velocity and the second angular velocity includes: The difference between the first angular velocity and the second angular velocity is defined as the angular velocity difference. The maximum value among the angular velocity differences is determined as the maximum head nodding angular velocity; The abruptness index of the vehicle's nose-diving sensation during braking is determined based on the angular velocity difference. The angular velocity index includes the maximum nodding angular velocity and the nodding abruptness index.

9. The method according to claim 8, characterized in that, Determining the abruptness index of the vehicle's nose-diving during braking based on the angular velocity difference includes: Determine at least one initial angular velocity difference from the angular velocity differences; the initial braking period is a period of time with the braking initiation time as the starting time and a preset duration. The abruptness index of the nodding is determined based on the at least one initial angular velocity difference.

10. A testing device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to cause the at least one processor to perform the detection method according to any one of claims 1 to 9.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the detection method as described in any one of claims 1 to 9.

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