Bumpy road segment identification method, and electronic device and vehicle

Abstract

The present application relates to the technical field of vehicle data processing. Provided are a bumpy road segment identification method, and an electronic device and a vehicle. The method comprises: acquiring the current wheel speed, a plurality of historical wheel speeds and a plurality of historical longitudinal accelerations of a vehicle; and on the basis of the current wheel speed, the plurality of historical wheel speeds and the plurality of historical longitudinal accelerations, determining the average wheel speed. By means of the difference between the current wheel speed and the average wheel speed, it is possible to accurately determine whether the current road segment is a bumpy road segment, thereby ensuring the accuracy of bumpy road segment identification. A preset bumpy-road condition characterizes a relationship condition that the current wheel speed and the average wheel speed need to satisfy when the road segment is a bumpy road segment. The method further comprises: if it is determined that the current wheel speed and the average wheel speed meet the preset bumpy-road condition, determining that a wheel has entered a bumpy road segment. By means of the bumpy road segment identification method in the present application, the accurate identification of a bumpy road segment can be realized.

Description

Bumpy road identification methods, electronic equipment and vehicles

[0001] This application claims priority to Chinese Patent Application No. 2025101144287, filed on January 24, 2025, entitled "Method for Identifying Bumpy Road Sections, Electronic Equipment and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle data processing technology, and in particular to a method for identifying bumpy road sections, electronic equipment, and a vehicle. Background Technology

[0003] When a vehicle travels on a continuously bumpy road, the frequent switching between wheel suspension and contact with the ground causes fluctuations in wheel speed. This significantly impacts subsequent processes such as wheel speed-based state estimation and vehicle control. Therefore, to avoid these problems, it is necessary to correct the fluctuating wheel speed, and the timing of this correction depends on the accurate identification of the bumpy road surface. Currently, the identification of bumpy roads suffers from inaccuracies. Technical content

[0004] In view of this, the purpose of this application is to propose a method, electronic equipment and vehicle for identifying bumpy road sections, so as to solve the problem of inaccurate identification of bumpy road surfaces.

[0005] To achieve the above objectives, the first aspect of this application provides a method for identifying bumpy road sections, comprising:

[0006] Obtain the vehicle's current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations;

[0007] The mean wheel speed is determined based on the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations.

[0008] In response to determining that the current wheel speed and the average wheel speed meet the preset bump conditions, the wheel is determined to enter the bumpy road section;

[0009] Among them, the preset bumpy condition represents the conditions that the current wheel speed and the average wheel speed need to meet when the road segment is a bumpy road segment; the bumpy road segment represents a road segment with an uneven surface.

[0010] In this embodiment, the average wheel speed incorporates both historical wheel speed and historical longitudinal acceleration. By averaging these values, fluctuations in wheel speed caused by uneven road surfaces can be avoided. By comparing and analyzing the current wheel speed with the average wheel speed, the difference between the two can accurately determine whether the current road segment is bumpy, ensuring the accuracy of bumpy road segment identification.

[0011] Optionally, the average wheel speed can be determined based on the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations, including:

[0012] Based on multiple historical longitudinal accelerations, multiple historical wheel speeds, and data acquisition cycles, the converted wheel speed corresponding to each historical wheel speed is determined; the converted wheel speed is the wheel speed obtained after processing the historical wheel speeds based on the historical longitudinal accelerations.

[0013] The average wheel speed is calculated based on all converted wheel speeds and the current wheel speed.

[0014] This embodiment presents a method for calculating the mean wheel speed, ensuring that the calculated mean wheel speed matches the wheel speed generated on a smooth road surface, while minimizing phase delay. Compared to the significant phase delay resulting from low-pass filtering with a large filter coefficient, the method in this embodiment is more conducive to improving the accuracy of vehicle control.

[0015] Optionally, based on multiple historical longitudinal accelerations, multiple historical wheel velocities, and data acquisition cycles, the conversion wheel speed corresponding to each historical wheel speed is determined, including:

[0016] For each historical wheel speed,

[0017] Determine the historical moment corresponding to the historical wheel speed as the target moment, and take the historical longitudinal acceleration corresponding to the historical moment that is greater than or equal to the target moment as the target longitudinal acceleration;

[0018] The sum of the longitudinal accelerations of all targets is calculated as the first sum, and the product of the first sum and the data acquisition cycle is used as the first product.

[0019] The sum of the first product and the historical wheel speed is used as the converted wheel speed corresponding to the historical wheel speed.

[0020] This embodiment provides a method for converting each historical wheel speed into the wheel speed corresponding to the current moment. In other words, the wheel speed corresponding to the current moment is calculated based on each historical wheel speed. If the current wheel speed is inaccurate, it can be subsequently corrected based on multiple converted wheel speeds to ensure that the corrected wheel speed closely approximates the wheel speed on a smooth road surface.

[0021] Optionally, the average wheel speed is calculated based on all converted wheel speeds and the current wheel speed, including:

[0022] The average wheel speed is the sum of all converted wheel speeds and the current wheel speed.

[0023] Since the average wheel speed is obtained by averaging, it represents the average value of the current wheel speed and all converted wheel speeds. It can effectively eliminate the influence of fluctuations on wheel speed. Therefore, the average wheel speed is closer to the wheel speed generated under smooth road conditions.

[0024] Optionally, determine if the current wheel speed and average wheel speed meet the preset bump conditions, including:

[0025] Calculate the difference between the current wheel speed and the average wheel speed, and use this as the difference wheel speed;

[0026] In response to determining that the difference wheel speed exceeds the preset wheel speed range, the current wheel speed and the average wheel speed are determined to meet the preset bump conditions; wherein, the preset wheel speed range is a threshold interval used to determine whether the current wheel speed has abnormal fluctuations.

[0027] The method described in this embodiment can accurately determine whether the current wheel speed and the average wheel speed meet the preset bump conditions, thus accurately identifying whether the current wheel is on a bumpy road segment, improving the accuracy of bumpy road segment identification. Furthermore, since the calculation method for the average wheel speed requires relatively few computing resources, the process of calculating the difference between the current wheel speed and the average wheel speed, as well as the comparison with the preset wheel speed range, is relatively simple and requires fewer computing resources. Consequently, the process of determining whether the preset bump conditions are met based on the average wheel speed and the current wheel speed is faster, improving the timeliness of identifying bumpy road segments.

[0028] Optionally, determining that the difference in wheel speed exceeds the preset wheel speed range includes:

[0029] In response to the fact that the difference wheel speed at the first moment is greater than the upper limit of the preset wheel speed range and the difference wheel speed at the second moment is less than the lower limit of the preset wheel speed range, it is determined that the difference wheel speed exceeds the preset wheel speed range.

[0030] The first moment is different from the second moment, and the duration between the first moment and the second moment does not exceed the first preset duration. The first preset duration limits the maximum allowable time interval between two moments when the difference wheel speed exceeds the upper and lower limits of the preset wheel speed range.

[0031] Optionally, the first time point may be earlier than the second time point, or the first time point may be later than the second time point.

[0032] The method described in this embodiment can accurately determine whether the differential wheel speed exceeds a preset wheel speed range. If it does, it indicates that the differential wheel speed fluctuates significantly, thus accurately determining that the wheels have entered a bumpy road section. This facilitates subsequent corrections to the current wheel speed to avoid affecting the normal driving of the vehicle.

[0033] Optionally, determining that the difference in wheel speed exceeds the preset wheel speed range includes:

[0034] In response to the difference wheel speed at the third moment being greater than the upper limit of the preset wheel speed range, the upper limit flag is activated and maintained for the second preset duration;

[0035] In response to the difference wheel speed corresponding to the fourth time point being less than the lower limit of the preset wheel speed range, the lower limit flag is activated and maintained for the second preset duration;

[0036] In response to the detection that both the upper and lower limit flags are active, it is determined that the differential wheel speed exceeds a preset wheel speed range. The second preset duration refers to the effective time during which either the upper or lower limit flag is held after activation. This method, by using the flags, accurately determines whether the differential wheel speed exceeds the preset range. If it does, it indicates a large fluctuation in the differential wheel speed, thus accurately determining that the wheel has entered a bumpy road section. This facilitates subsequent corrections to the current wheel speed to avoid affecting the vehicle's normal operation.

[0037] Optionally, the third time point may be earlier than the fourth time point, or the third time point may be later than the fourth time point.

[0038] Optionally, the method also includes:

[0039] The average wheel speed is used as the corrected wheel speed for the current wheel speed.

[0040] This embodiment provides a data foundation for subsequent vehicle control, improving the accuracy of subsequent vehicle control and ensuring vehicle driving safety. Furthermore, because the calculation response speed of the average wheel speed is relatively fast, it can promptly correct for fluctuating current wheel speeds, thereby improving the timeliness of subsequent vehicle control.

[0041] Optionally, obtain multiple historical wheel velocities and multiple historical longitudinal accelerations, including:

[0042] Multiple historical wheel speeds and multiple historical longitudinal accelerations are read from the data register.

[0043] Optionally, the number of historical wheel speeds and historical longitudinal accelerations stored in the data register is within a preset range.

[0044] Optionally, the historical wheel speed and historical longitudinal acceleration stored in the data register are updated in real time.

[0045] Based on the same technical concept, a second aspect of this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method of the first aspect when executing the computer program.

[0046] Based on the same technical concept, a third aspect of this application also provides a vehicle, including electronic equipment as described in the second aspect.

[0047] As described above, the bumpy road segment identification method, electronic device, and vehicle provided in this application include acquiring the vehicle's current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations. An average wheel speed is determined based on the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations. Since the average wheel speed incorporates both historical wheel speeds and historical longitudinal accelerations, calculating and averaging it avoids fluctuations in wheel speed caused by uneven road surfaces. Therefore, the average wheel speed is closer to the wheel speed under smooth road conditions than the current wheel speed. The method then determines whether the current wheel speed and the average wheel speed meet preset bumpy road conditions, i.e., comparing the current wheel speed with the average wheel speed. If the current wheel speed is generated under bumpy road conditions, while the average wheel speed represents the wheel speed under smooth road conditions, comparing and analyzing the differences between the current wheel speed and the average wheel speed can accurately determine whether the current road segment is a bumpy road segment, ensuring the accuracy of bumpy road segment identification. The preset bumpy road conditions represent the relationship conditions that the current wheel speed and the average wheel speed must meet under bumpy road conditions. If the current wheel speed and the average wheel speed are determined to meet the preset bump conditions, it can be determined that the wheel has entered a bumpy road section. The bumpy road section identification method of this application enables accurate identification of bumpy road sections. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 is a flowchart illustrating the bumpy road section identification method according to an embodiment of this application;

[0050] Figure 2 is a schematic diagram of the bumpy road section identification device according to an embodiment of this application;

[0051] Figure 3 is a schematic diagram of the hardware structure of the electronic device according to an embodiment of this application. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0053] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0054] Wheel speed signals are crucial vehicle data during operation. Wheel speed is used to calculate vehicle speed, determine vehicle motion status, and assist driving assistance systems. Wheel speed signals determine the vehicle's actual motion state; when the motion states of the four wheels are inconsistent, the wheel speed signals will show significant differences. This is essential for the implementation of many vehicle functions (such as anti-lock braking systems and electronic stability control systems). Wheel speed signals are a vital component of active safety systems such as anti-lock braking systems and electronic stability control systems. These systems use wheel speed signals to detect wheel slippage, thereby adjusting braking and driving forces to ensure stable vehicle operation. Wheel speed signals are primarily collected by wheel speed sensors, and after being collected by the sensors, they are transmitted to the relevant controllers on the vehicle via the vehicle's controller area network.

[0055] Bumpy road sections are characterized by significant undulations and uneven surfaces. When a vehicle travels on a continuously bumpy road, the unevenness causes the wheels to frequently switch between being suspended in the air and in contact with the ground, resulting in fluctuations in wheel speed. This affects subsequent vehicle status estimations based on wheel speed and vehicle auxiliary control. To avoid these problems, timely correction of fluctuating wheel speeds is necessary. The timing of wheel speed correction depends on the accurate identification of road surface smoothness; only by accurately and promptly identifying when the wheels enter a bumpy road section can timely corrections be made. Currently, the identification of bumpy road sections suffers from inaccuracies.

[0056] In view of this, this application proposes a method for identifying bumpy road sections, which can achieve timely and accurate identification of bumpy road sections. After determining that the wheels have entered a bumpy road section, it can also correct the fluctuations in wheel speed, and the corrected wheel speed will not show obvious lag, which is beneficial for the vehicle-side controller to achieve accurate control of the vehicle.

[0057] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0058] This application proposes a method for identifying bumpy road sections, as shown in Figure 1, which is applied to a vehicle-side controller and includes the following steps:

[0059] Step 102: Obtain the vehicle's current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations.

[0060] Specifically, the vehicle's wheel speed and longitudinal acceleration can both be acquired using corresponding sensors. Wheel speed can be acquired using a wheel speed sensor, and longitudinal acceleration can be acquired using a longitudinal acceleration sensor. The acquired wheel speed and longitudinal acceleration data are then transmitted to the vehicle's controller via the in-vehicle controller area network. Simultaneously, the acquired wheel speed and longitudinal acceleration data can be stored in the vehicle's data register as historical wheel speed and historical longitudinal acceleration data. The vehicle's controller can then read the historical wheel speed and historical longitudinal acceleration data from the data register.

[0061] Typically, to prevent the amount of data stored in the data register from increasing excessively, data with a fixed period can be stored in the data register. For example, the wheel speed and longitudinal acceleration for 13 data acquisition cycles (each acquisition cycle is 0.01s) can be stored in the data register on a rolling basis. As data is continuously acquired, the historical wheel speed and historical longitudinal acceleration are synchronously updated in the data register to ensure that the data currently stored in the data register is from the previous 13 data acquisition cycles.

[0062] Step 104: Determine the average wheel speed based on the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations.

[0063] Specifically, the average wheel speed is obtained by averaging the current wheel speed and multiple processed historical wheel speeds. For each historical wheel speed, it is processed based on multiple historical longitudinal accelerations to obtain the processed historical wheel speed.

[0064] Furthermore, step 104 also includes:

[0065] Step 1041: Based on multiple historical longitudinal accelerations, multiple historical wheel speeds, and data acquisition cycles, determine the conversion wheel speed corresponding to each historical wheel speed.

[0066] Wheel speed conversion is the wheel speed obtained by processing historical wheel speeds based on historical longitudinal acceleration. The purpose is to convert each historical wheel speed into a wheel speed representing the current moment. The time corresponding to the historical wheel speed is a historical time. Using the number of data acquisition cycles between the historical time and the current time, and the historical wheel speed, the estimated wheel speed for the current moment can be calculated.

[0067] Furthermore, step 1041 also includes:

[0068] For each historical wheel speed,

[0069] Determine the historical moment corresponding to the historical wheel speed as the target moment, and take the historical longitudinal acceleration corresponding to the historical moment that is greater than or equal to the target moment as the target longitudinal acceleration;

[0070] The sum of the longitudinal accelerations of all targets is calculated as the first sum, and the product of the first sum and the data acquisition cycle is used as the first product.

[0071] The sum of the first product and the historical wheel speed is used as the converted wheel speed corresponding to the historical wheel speed.

[0072] For example, the current time is denoted as k+1, and the wheel speed and longitudinal acceleration of the past 13 data acquisition cycles are stored in the data register as follows:

[0073] ,

[0074] in, Represents the set of historical longitudinal accelerations. This represents the set of historical rotation speeds. This represents the longitudinal acceleration measured at time k, and so on. This represents the longitudinal acceleration measured at time k-11. This represents the longitudinal acceleration measured at time k-12. This represents the wheel speed collected at time k, and so on. This represents the wheel speed collected at time k-11. This represents the wheel speed collected at time k-12.

[0075] For each historical wheel speed, for example The corresponding conversion wheel speed The calculation method is as follows:

[0076] ,

[0077] Will If the corresponding historical time k is taken as the target time, then the historical times greater than or equal to the target time only include time k. Therefore, the historical longitudinal acceleration corresponding to time k is... As the target longitudinal acceleration. The product of the data acquisition period T and the first product is used as the first product. multiply the first product and The sum of the values ​​is used as Corresponding wheel speed conversion .

[0078] For example, regarding historical rotation speed The corresponding conversion wheel speed The calculation method is as follows:

[0079] ,

[0080] Will If the corresponding historical time k-12 is taken as the target time, then the historical times greater than or equal to the target time include times k, k-1, k-2, ..., k-12. Taking the historical longitudinal accelerations corresponding to all target times as the target longitudinal accelerations, then the target longitudinal accelerations include... , , … Calculate the sum of the longitudinal accelerations of all targets as the first sum, multiply the first sum by T as the first product, and then multiply the first product by... The sum of, as Corresponding wheel speed conversion .

[0081] Based on the above method, the same processing is performed on each historical wheel speed to obtain the corresponding converted wheel speed, as shown below:

[0082] ,

[0083] This embodiment provides a method for converting each historical wheel speed into a wheel speed corresponding to the current moment. In other words, it calculates a wheel speed corresponding to the current moment based on each historical wheel speed. If the current wheel speed is inaccurate, it can be subsequently corrected based on multiple converted wheel speeds to ensure that the corrected wheel speed closely approximates the wheel speed on a smooth road surface.

[0084] Step 1042: Calculate the average wheel speed based on all converted wheel speeds and the current wheel speed.

[0085] Furthermore, step 1042 further includes: taking the average of the sum of all converted wheel speeds and the current wheel speed as the average wheel speed.

[0086] After determining the conversion wheel speed corresponding to each historical wheel speed, it is necessary to further determine the average wheel speed. The average wheel speed is obtained by summing the current wheel speed and all conversion wheel speeds and then taking the average. The specific calculation method is as follows:

[0087] ,

[0088] in, This represents the wheel speed at time k+1, which is also the current wheel speed. Since the number of converted wheel speeds is 13, plus the current wheel speed, the denominator in the above formula equals 14 when calculating the average. Because the average wheel speed is obtained by averaging, it represents the average value of the current wheel speed and all converted wheel speeds. This effectively eliminates the influence of fluctuations on the current wheel speed. Therefore, the average wheel speed is closer to the wheel speed generated under smooth road conditions.

[0089] It should be noted that the number of historical wheel speeds and historical longitudinal accelerations used in calculating the average wheel speed should be neither too many nor too few. Since each converted wheel speed is calculated, an excessive number of historical wheel speeds and historical longitudinal accelerations will increase the accumulated error in the calculation, potentially leading to a large error in the average wheel speed calculation and affecting its accuracy. Conversely, an insufficient number of historical wheel speeds and historical longitudinal accelerations will affect the average wheel speed's ability to eliminate fluctuations, resulting in a calculated average wheel speed that still exhibits significant fluctuations and does not accurately reflect wheel speeds generated on smooth road surfaces. Therefore, appropriately determining the number of historical wheel speeds and historical longitudinal accelerations is crucial. In this embodiment, the number of historical wheel speeds and historical longitudinal accelerations used to calculate the average wheel speed is within a preset range, for example, 10 to 30, such as using historical wheel speeds and historical longitudinal accelerations obtained from 13 data acquisition cycles for calculation. Within this range, the calculated average wheel speed is relatively reasonable, not only closely approximating wheel speeds generated on smooth road surfaces but also keeping the accumulated error within an acceptable range.

[0090] Furthermore, since the average wheel speed is calculated based on limited historical data, and the time interval between the selected historical data collection time and the current time is relatively short, the calculated average wheel speed will not produce a significant phase delay. In other words, the historical data selected in this embodiment are all data close to the current time, rather than data with a large time difference from the current time, thus resulting in a relatively small phase delay. Consequently, the average wheel speed calculated based on the aforementioned historical data can be effectively applied to subsequent vehicle control, avoiding the inaccurate control problems caused by using historical data from a long time ago for vehicle control.

[0091] This embodiment presents a method for calculating the mean wheel speed, ensuring that the calculated mean wheel speed matches the wheel speed generated on a smooth road surface, while minimizing phase delay. Compared to the significant phase delay resulting from low-pass filtering with a large filter coefficient, the method in this embodiment is more conducive to improving the accuracy of vehicle control.

[0092] Step 106: In response to determining that the current wheel speed and the average wheel speed meet the preset bump conditions, determine that the wheels have entered the bumpy road section.

[0093] Specifically, the preset bump conditions represent the conditions that the current wheel speed and average wheel speed must meet when the road segment is bumpy. By using preset bump conditions, it is possible to accurately and quickly determine whether the wheels have entered a bumpy road segment.

[0094] It should be noted that the solution in this embodiment is based on each wheel. If the current wheel speed of a wheel and the average wheel speed calculated from the wheel's historical data meet the preset bump conditions, then it is determined that the wheel has entered a bumpy section, and the current wheel speed of that wheel can be corrected subsequently. A single wheel entering a bumpy section may be due to obstacles such as rocks in its path, but it does not necessarily mean the entire vehicle has entered a bumpy section. Therefore, only the wheel confirmed to be in a bumpy section needs its speed corrected; the speeds of other wheels do not require correction. In other words, the method in this embodiment can not only correct the overall wheel speed when the entire vehicle is in a bumpy section, but also correct the speed of individual wheels when there are fluctuations in their wheel speeds, making it more practical during vehicle operation.

[0095] Based on steps 102 to 106 above, the bumpy road segment identification method provided in this embodiment includes acquiring the vehicle's current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations. An average wheel speed is determined based on the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations. Since the average wheel speed incorporates both historical wheel speeds and historical longitudinal accelerations, calculating and averaging it avoids fluctuations in wheel speed caused by uneven road surfaces. Therefore, the average wheel speed is closer to the wheel speed under smooth road conditions than the current wheel speed. It is then determined whether the current wheel speed and the average wheel speed meet preset bumpy conditions, i.e., the current wheel speed is compared with the average wheel speed. If the current wheel speed is generated under bumpy road conditions, while the average wheel speed represents the wheel speed under smooth road conditions, by comparing and analyzing the difference between the current wheel speed and the average wheel speed, it is possible to accurately determine whether the current road segment is a bumpy road segment, ensuring the accuracy of bumpy road segment identification. The preset bumpy conditions represent the relationship conditions that the current wheel speed and the average wheel speed must meet under bumpy road conditions. If the current wheel speed and the average wheel speed are determined to meet the preset bump conditions, it can be determined that the wheel has entered a bumpy road section. The bumpy road section identification method of this application enables accurate identification of bumpy road sections.

[0096] The following specific examples illustrate how to determine whether the preset bump conditions are met.

[0097] In some embodiments, determining that the current wheel speed and the average wheel speed meet preset bump conditions includes:

[0098] Calculate the difference between the current wheel speed and the average wheel speed, and use this as the difference wheel speed;

[0099] In response to the determination that the difference wheel speed exceeds the preset wheel speed range, the current wheel speed and the average wheel speed are determined to meet the preset bump conditions.

[0100] Specifically, the first step is to determine the difference between the current wheel speed and the average wheel speed. Since the average wheel speed is closer to the wheel speed generated on a smooth road surface, the difference between the current wheel speed and the average wheel speed reflects the degree of fluctuation of the current wheel speed near the normal wheel speed. If the difference wheel speed is not within a reasonable range (i.e., the preset wheel speed range), it can be determined that the current wheel speed fluctuates significantly, belonging to the wheel speed generated by the wheel on a bumpy road section, and it can be determined that the current wheel speed and the average wheel speed meet the preset bumpy condition. The preset wheel speed range is a threshold interval used to determine whether the current wheel speed has abnormal fluctuations. For example, the preset wheel speed range can be (-0.2m / s, 0.2m / s).

[0101] Conversely, if the difference wheel speed is within the preset wheel speed range, it indicates that the current wheel speed fluctuation is small and the road surface currently being traveled by the wheel is relatively smooth. Therefore, it is determined that the current wheel speed and the average wheel speed do not meet the preset bump conditions.

[0102] The method described in this embodiment can accurately determine whether the current wheel speed and the average wheel speed meet the preset bump conditions, thus accurately identifying whether the current wheel is on a bumpy road segment, improving the accuracy of bumpy road segment identification. Furthermore, since the calculation method for the average wheel speed requires relatively few computing resources, the process of calculating the difference between the current wheel speed and the average wheel speed, as well as the comparison with the preset wheel speed range, is relatively simple and requires fewer computing resources. Consequently, the process of determining whether the preset bump conditions are met based on the average wheel speed and the current wheel speed is faster, improving the timeliness of bumpy road segment identification.

[0103] This application provides two methods for determining whether the difference wheel speed exceeds the preset wheel speed range, which are described below through specific embodiments.

[0104] In one specific embodiment, determining that the difference wheel speed exceeds a preset wheel speed range includes:

[0105] In response to the fact that the difference wheel speed at the first moment is greater than the upper limit of the preset wheel speed range and the difference wheel speed at the second moment is less than the lower limit of the preset wheel speed range, it is determined that the difference wheel speed exceeds the preset wheel speed range.

[0106] The first moment is different from the second moment, and the duration between the first moment and the second moment does not exceed the first preset duration.

[0107] Specifically, the first preset duration defines the maximum allowable time interval between two moments when the differential wheel speed exceeds the upper and lower limits of the preset wheel speed range. The differential wheel speed exceeding the preset wheel speed range includes two cases: the first case is that the differential wheel speed is higher than the upper limit of the preset wheel speed range, and the second case is that the differential wheel speed is lower than the lower limit of the preset wheel speed range. If, within the first preset duration, the real-time determined differential wheel speed exceeds the upper limit of the preset wheel speed range at the first moment, it indicates that the wheel may be in a suspended state, with reduced ground friction leading to a higher wheel speed. If, at the second moment, it is lower than the lower limit of the preset wheel speed range, it indicates that the wheel may be in a grounded state, with greater ground friction leading to a lower wheel speed. When these situations occur, it indicates that the differential wheel speed fluctuates significantly, thus confirming that the differential wheel speed exceeds the preset wheel speed range. For example, the first preset duration can be 0.15 seconds. Both the first and second moments are within the first preset duration, where the first moment is earlier or later than the second moment. If the first moment and the second moment are not within the first preset time range, that is, the time difference between the first moment and the second moment exceeds the first preset time range, then it is determined that the difference wheel speed does not exceed the preset wheel speed range.

[0108] The method described in this embodiment can accurately determine whether the differential wheel speed exceeds a preset wheel speed range. If it does, it indicates a large fluctuation in the differential wheel speed, thus accurately determining that the wheels have entered a bumpy road section. This facilitates timely correction of the current wheel speed to avoid affecting the normal driving of the vehicle.

[0109] In another specific embodiment, determining that the difference wheel speed exceeds a preset wheel speed range includes:

[0110] In response to the difference wheel speed at the third moment being greater than the upper limit of the preset wheel speed range, the upper limit flag is activated and maintained for the second preset duration;

[0111] In response to the difference wheel speed corresponding to the fourth time point being less than the lower limit of the preset wheel speed range, the lower limit flag is activated and maintained for the second preset duration;

[0112] In response to the detection that both the upper limit flag and the lower limit flag are active, it is determined that the difference wheel speed exceeds the preset wheel speed range.

[0113] Specifically, this embodiment introduces a flag bit to help determine whether the difference wheel speed exceeds a preset wheel speed range. The second preset duration refers to the effective time after the corresponding flag bit (upper limit flag bit or lower limit flag bit) is activated when the difference wheel speed exceeds the upper or lower limit of the preset wheel speed range. If, at the third moment, the difference wheel speed is greater than the upper limit of the preset wheel speed range, the upper limit flag bit is activated accordingly, and the upper limit flag bit is kept active for the second preset duration. After the second preset duration, the upper limit flag bit is restored to an inactive state. For example, activating the upper limit flag bit may specifically include setting the upper limit flag bit from 0 to 1. Here, 0 indicates that the upper limit flag bit is not activated, and 1 indicates that the upper limit flag bit is activated.

[0114] Correspondingly, if at the fourth moment, the difference wheel speed is less than the lower limit of the preset wheel speed range, the lower limit flag is activated, and the lower limit flag remains active for a second preset duration. If the second preset duration is exceeded, the lower limit flag is deactivated. For example, activating the lower limit flag may specifically include setting the lower limit flag from 0 to 1. Here, 0 indicates the lower limit flag is not activated, and 1 indicates the lower limit flag is activated.

[0115] If both the upper and lower limit flags are activated, it indicates that the differential wheel speed has fluctuated within a short period of time, and therefore the differential wheel speed exceeds the preset wheel speed range. The second preset period can be 0.15 seconds. If only the upper or lower limit flag is activated, it indicates that the differential wheel speed has not fluctuated, and therefore the differential wheel speed does not exceed the preset wheel speed range. The third time point can be earlier or later than the fourth time point.

[0116] The method described in this embodiment, by using a flag to determine whether the differential wheel speed exceeds a preset wheel speed range, indicates that the differential wheel speed fluctuates significantly, thus accurately determining that the wheels have entered a bumpy road section. This facilitates timely correction of the current wheel speed to avoid affecting the normal driving of the vehicle.

[0117] The method described in the foregoing embodiments can accurately determine whether the wheel has entered a bumpy road section. If it is determined that the wheel has entered a bumpy road section, it means that the wheel speed is generated under bumpy road conditions and fluctuates greatly. If it is directly used for subsequent vehicle status estimation or vehicle control, it may cause problems with inaccurate estimation or control. Therefore, it is necessary to correct the current wheel speed. The following specific embodiments illustrate how to correct the current wheel speed.

[0118] In some embodiments, the method further includes: using the average wheel speed as the wheel speed after correcting the current wheel speed.

[0119] Specifically, as in the aforementioned embodiment, the calculated average wheel speed closely approximates the wheel speed generated on a smooth road surface, meaning that the average wheel speed eliminates the impact of bumpy road sections on wheel speed fluctuations. Therefore, the average wheel speed can be directly output as the corrected current wheel speed and sent to the relevant vehicle-side controller, providing a data foundation for subsequent vehicle control, improving the accuracy of subsequent vehicle control, and ensuring vehicle driving safety. Furthermore, because the average wheel speed has a fast calculation response speed, it can promptly correct for large fluctuations in the current wheel speed, thereby improving the timeliness of subsequent vehicle control.

[0120] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the described method.

[0121] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0122] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides a bumpy road section identification device.

[0123] Referring to Figure 2, the bumpy road section identification device includes: a processor, wherein the processor is used to execute the following program modules stored in a memory:

[0124] The acquisition module 202 is configured to acquire the vehicle's current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations;

[0125] The first determining module 204 is configured to determine the average wheel speed based on the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations.

[0126] The second determining module 206 is configured to determine that the wheel has entered a bumpy road section in response to determining that the current wheel speed and the average wheel speed meet the preset bumpy conditions.

[0127] Among them, the preset bumpy condition represents the conditions that the current wheel speed and the average wheel speed need to meet when the road segment is a bumpy road segment; the bumpy road segment represents a road segment with an uneven surface.

[0128] In some embodiments, the first determining module 204 is configured to determine the converted wheel speed corresponding to each historical wheel speed based on multiple historical longitudinal accelerations, multiple historical wheel speeds, and a data acquisition cycle; the converted wheel speed is the wheel speed obtained after processing the historical wheel speeds based on the historical longitudinal accelerations.

[0129] The average wheel speed is calculated based on all converted wheel speeds and the current wheel speed.

[0130] In some embodiments, the first determining module 204 is configured to, for each historical wheel speed, determine the historical time corresponding to the historical wheel speed as the target time, and take the historical longitudinal acceleration corresponding to the historical time that is greater than or equal to the target time as the target longitudinal acceleration; calculate the sum of all target longitudinal accelerations as the first sum, and take the product of the first sum and the data acquisition period as the first product; and take the sum of the first product and the historical wheel speed as the conversion wheel speed corresponding to the historical wheel speed.

[0131] In some embodiments, the first determining module 204 is configured to take the average of the sum of all converted wheel speeds and the current wheel speed as the average wheel speed.

[0132] In some embodiments, the second determining module 206 is configured to calculate the difference between the current wheel speed and the average wheel speed as the difference wheel speed; in response to determining that the difference wheel speed exceeds a preset wheel speed range, it determines that the current wheel speed and the average wheel speed meet a preset bump condition; wherein, the preset wheel speed range is a threshold interval used to determine whether the current wheel speed has abnormal fluctuations.

[0133] In some embodiments, the second determining module 206 is configured to determine that the difference wheel speed exceeds the preset wheel speed range in response to the difference wheel speed corresponding to the first moment being greater than the upper limit of the preset wheel speed range and the difference wheel speed corresponding to the second moment being less than the lower limit of the preset wheel speed range; wherein the first moment and the second moment are different, and the duration between the first moment and the second moment does not exceed the first preset duration, the first preset duration defining the maximum allowable time interval between the two moments when the difference wheel speed exceeds the upper and lower limits of the preset wheel speed range.

[0134] In some embodiments, the first moment is earlier than the second moment, or the first moment is later than the second moment.

[0135] In some embodiments, the second determining module 206 is configured to activate the upper limit flag and maintain it for a second preset duration in response to the difference wheel speed corresponding to the third time being greater than the upper limit of the preset wheel speed range; activate the lower limit flag and maintain it for a second preset duration in response to the difference wheel speed corresponding to the fourth time being less than the lower limit of the preset wheel speed range; and determine that the difference wheel speed exceeds the preset wheel speed range in response to detecting that both the upper limit flag and the lower limit flag are active; wherein, the second preset duration refers to the effective time that the upper limit flag or the lower limit flag is maintained after being activated.

[0136] In some embodiments, the third time point is earlier than the fourth time point, or the third time point is later than the fourth time point.

[0137] In some embodiments, a correction module is further included, configured to use the average wheel speed as the corrected wheel speed for the current wheel speed.

[0138] In some embodiments, the acquisition module 202 is configured to read multiple historical wheel speeds and multiple historical longitudinal accelerations from a data register.

[0139] In some embodiments, the number of historical wheel speeds and historical longitudinal accelerations stored in the data register is within a preset range.

[0140] In some embodiments, the historical wheel speed and historical longitudinal acceleration stored in the data register are updated in real time.

[0141] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0142] The apparatus described above is used to implement the corresponding bumpy road section identification method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0143] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the bumpy road section identification method of any of the above embodiments.

[0144] Figure 3 shows a more specific hardware structure diagram of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0145] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0146] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0147] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0148] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0149] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0150] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0151] The electronic devices described above are used to implement the corresponding bumpy road section identification method in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0152] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to execute the bumpy road segment identification method as described in any of the above embodiments.

[0153] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0154] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the bumpy road section identification method of any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0155] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, they cause the computer to perform the method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0156] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0157] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0158] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0159] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A method for identifying bumpy road sections, wherein, include: Obtain the vehicle's current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations; The mean wheel speed is determined based on the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations. In response to determining that the current wheel speed and the average wheel speed meet preset bump conditions, the wheel is determined to have entered a bumpy road section; Among them, the preset bumpy conditions represent the conditions that the current wheel speed and the average wheel speed need to meet when the road segment is a bumpy road segment; Bumpy road sections are characterized by uneven road surfaces.

2. The method according to claim 1, wherein, The step of determining the average wheel speed based on the current wheel speed, multiple historical wheel speeds, and multiple historical longitudinal accelerations includes: Based on multiple historical longitudinal accelerations, multiple historical wheel speeds, and data acquisition cycles, the converted wheel speed corresponding to each historical wheel speed is determined; the converted wheel speed is the wheel speed obtained after processing the historical wheel speeds based on the historical longitudinal accelerations. The average wheel speed is calculated based on all converted wheel speeds and the current wheel speed.

3. The method according to claim 2, wherein, The process of determining the conversion wheel speed corresponding to each historical wheel speed based on multiple historical longitudinal accelerations, multiple historical wheel speeds, and data acquisition cycles includes: For each historical wheel speed, Determine the historical moment corresponding to the historical wheel speed as the target moment, and take the historical longitudinal acceleration corresponding to the historical moment that is greater than or equal to the target moment as the target longitudinal acceleration; The sum of the longitudinal accelerations of all targets is calculated as the first sum, and the product of the first sum and the data acquisition cycle is calculated as the first product. The sum of the first product and the historical wheel speed is used as the converted wheel speed corresponding to the historical wheel speed.

4. The method according to claim 2, wherein, The step of calculating the average wheel speed based on all converted wheel speeds and the current wheel speed includes: The average value of the sum of all converted wheel speeds and the current wheel speed is taken as the average wheel speed.

5. The method according to claim 1, wherein, The step of determining that the current wheel speed and the average wheel speed meet the preset bump conditions includes: Calculate the difference between the current wheel speed and the average wheel speed, and use it as the difference wheel speed; In response to determining that the difference wheel speed exceeds a preset wheel speed range, the current wheel speed and the average wheel speed are determined to meet preset bump conditions; wherein, the preset wheel speed range is a threshold interval used to determine whether the current wheel speed has abnormal fluctuations.

6. The method according to claim 5, wherein, Determining that the difference in wheel speed exceeds the preset wheel speed range includes: In response to the fact that the difference wheel speed at the first moment is greater than the upper limit of the preset wheel speed range and the difference wheel speed at the second moment is less than the lower limit of the preset wheel speed range, it is determined that the difference wheel speed exceeds the preset wheel speed range. Wherein, the first moment is different from the second moment, and the duration between the first moment and the second moment does not exceed the first preset duration. The first preset duration limits the maximum allowable time interval between two moments when the difference wheel speed exceeds the upper and lower limits of the preset wheel speed range.

7. The method according to claim 6, wherein, The first moment is earlier than the second moment, or the first moment is later than the second moment.

8. The method according to claim 5, wherein, Determining that the difference in wheel speed exceeds the preset wheel speed range includes: In response to the difference wheel speed at the third moment being greater than the upper limit of the preset wheel speed range, the upper limit flag is activated and maintained for the second preset duration; In response to the difference wheel speed corresponding to the fourth time point being less than the lower limit of the preset wheel speed range, the lower limit flag is activated and maintained for the second preset duration; In response to the detection that both the upper limit flag and the lower limit flag are active, it is determined that the difference wheel speed exceeds the preset wheel speed range; The second preset duration refers to the effective time that the upper limit flag or the lower limit flag is held after it is activated.

9. The method according to claim 8, wherein, The third moment is earlier than the fourth moment, or the third moment is later than the fourth moment.

10. The method according to claim 1, wherein, The method further includes: The average wheel speed is used as the wheel speed after correction of the current wheel speed.

11. The method according to claim 1, wherein, Obtain multiple historical wheel velocities and multiple historical longitudinal accelerations, including: Multiple historical wheel speeds and multiple historical longitudinal accelerations are read from the data register.

12. The method according to claim 11, wherein, The number of historical wheel speeds and historical longitudinal accelerations stored in the data register is within a preset range.

13. The method according to claim 11, wherein, The historical wheel speed and historical longitudinal acceleration stored in the data register are updated in real time.

14. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, wherein, When the processor executes the program, it implements the method as described in any one of claims 1 to 13.

15. A vehicle, wherein, The vehicle includes the electronic equipment as described in claim 14.

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